Fichtel & Sachs Ag

Mannesmann Sachs Ag

Zf Friedrichshafen Ag

Zf Sachs Ag

Dr. Ing. H.c. F. Porsche Aktiengesellschaft

Volkswagen Ag

Wolfgang Grosspietsch

Christian Sibla

Matthias Reisch

Martin Brehmer

Thilo Schmidt

Angelika Ebert

Herbert Voit

Volker Stampf

Axel Rohm

Thomas Dögel

Thomas Otto

Steffen Matschas

Boleslaw Tulaczko

Wolfgang Reisser

Christoph Sasse

Erwin Wack

Andreas Orlamünder

Thomas John

Ingrid Hoffelner

Alexander Markow

Bernd Unseld

Matthias Kram

Karl Muller

Paul Kraus

Bernhard Schierling

Andreas Ratte

Franz Hartig

Wolfgang Kundermann

Reinhard Feldhaus

Joachim Lindner

Markus Herrmann

Dieter Kraxner

Daniel Lorenz

Andreas Dau

Daniel Pittner

Markus Heiartz

Michael Roske

Peter Frey

Timo Wehlen

Thomas Riedisser

Harald Raab

Kyrill Siemens

Hans-Jurgen Drexl

Alfred Schraut

Gerald Viernekes

Thomas Wirth

Jochen Kuhstrebe

Friedrich Kittel

Erich Scheer

Arthur Schröder

Thomas Riess

Johannes Friess

Olaf Pagels

Gottfried Mader

Tobias Höche

Dennis Egler

Manfred Wehner

Ulrich Husse

Tobias Dieckhoff

Thomas Busold

Christofer Ebert

Thomas Walter

Olaf Moseler

Dieter Gebauer

Lukas Spath

Norbert Pieper

Alfred Eusemann

Peter Hammer

Bernd Stockmann

Mathias Kopp

Stephan Stroph

Klaus Krappmann

Manfred Caspar

Rainer Brand

Hans-Jürgen Schneider

Eduard Steiner

Alexander Bartha

Monika Rössner

Henrik Schrage

Robert Reiser

Steffen Einenkel

Jorg Willert

Martin Hertel

Alexander Manger

Alexander Strom

Martin Fuchtner

Paul Weber

Andr&eacute; Gemeinhardt

Ernst Bartels

Peter Fenn

Klaus Tiede

Stefan Zopf

Mathais Kopp

Hans-J&uuml;rgen Schneider

Martin Otto

Martin Kretzschmar

Stefan Rumpel

Stefan Schmidt

Heinz Bertels

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

Method for transmitting and dampening torques

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

Method for transmitting and damping torques

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.

Constructional unit includes an electric machine with a stator and with a rotatable rotor, a rotatable output element operatively communicates with the rotor to transmit torque, and an offset arrangement. The offset arrangement is arranged between the rotor and the output element, and the transmission of torque is enabled in case of an axial offset and/or an angular offset between a rotational axis of the rotor and a rotational axis of the output element.

Assembly with an electric machine

A hybrid drive arrangement for a vehicle with an internal combustion engine for driving, under engine power, and at least one electric machine (), for electric driving, and with a double-clutch transmission. The electric machine () can be separated from the internal combustion engine by at least one separator clutch (), in the form of a wet-operating, hydraulically actuated disk clutch. The outer disk carrier () of the separator clutch () and the outer disk carriers (A) of the two double clutches, of the double-clutch transmission, are connected and mounted on the transmission housing ().

Hybrid drive arrangement

Multiple-disk clutch with outer disks supported by an outer disk carrier that is rotatable around an axis of rotation and with inner disks supported by an inner disk carrier that is rotatable around the axis of rotation. The outer disks and the inner disks form an annular disk stack with an inner radius and an outer radius. An axially movable actuator actuates the disk stack. The actuator engages in a central radius area of the disk stack with reference to the axis of rotation when actuating. The disk stack includes a resilient element.

Multiple-disk clutch with resilient element

A drive unit includes an internal combustion engine with a driven shaft, a transmission with an input shaft, and an electric machine arranged between the internal combustion engine and the transmission and comprising a stator and a rotor which can be coupled at least indirectly to the driven shaft of the internal combustion engine and to the transmission input shaft in order to transmit torque. The drive unit includes a clutch arranged in the torque transmission path between the internal combustion engine and the transmission. To facilitate the decoupling of rotational irregularities occurring in the drivetrain of the hybrid vehicle the drive unit has a first torsional damper and a second torsional damper, and at least the rotor of the electric machine is arranged within a torque transmission path formed between the torsional dampers.

Drive unit for a hybrid vehicle

A torsional vibration damper in a gearbox housing has an input part connected to a drive and acts on a first damping unit and an intermediate part which acts as the output of the first damping unit and as the input of a second damping unit. The torsional vibration damper further has an output part which is in working connection with the second damping unit and which is designed to accept a takeoff. Takeoff-side drive elements of the intermediate part, the second damping unit, and the takeoff are mounted in a torque-transmitting space of a clutch device, which space is provided with at least one inlet and at least one outlet. A sealing wall separates the torque-transmitting space from a damping space including the first damping unit.

Torsional vibration damper

A drive train for a motor vehicle includes a coupling device between a drive unit and a transmission for torque or moment transfer between the drive unit and the transmission. The coupling device has at least one coupling arrangement that can be activated by a pressure medium. The transmission can be activated through the use of a pressure medium by way of a dedicated actuator whereby, on the basis of a shared pump arrangement that is or can be driven by the drive unit, (i) the pressure medium can be provided for activation of the coupling arrangement, (ii) the operating medium can be conducted to the coupling device for the purpose of operating under the influence of the operating medium, and (iii) the pressure medium can be provided for activation of the transmission. The pump arrangement includes at least one pump, which can be controlled or adjusted with regard to output pressure and/or with regard to output flow rate.

Drive train for a motor vehicle

A gearshift mechanism for a motor vehicle with hydraulically actuated multiple clutch, particularly a twin clutch, has a first gear input shaft to drive a first group of gears and a second gear input shaft to drive a second group of gears. The two gear input shafts are each assigned a clutch unit being coaxial to one another. A stationary housing accommodates the two clutch units. At its end face, the housing can be closed off by a housing cover that has a central opening through which a drive hub of a clutch cage is guided. The housing cover is provided with a bearing flange around the central opening, on the outside of which the clutch cage is supported. This advantageously supports the clutch on the housing and makes it possible to achieve a support effect for a dual mass flywheel or the crankshaft end of the internal combustion engine.

Gearshift transmission for a motor vehicle with hydraulically actuated multiple clutch

A multiple disk clutch device for arrangement in a drivetrain of a motor vehicle between a drive unit and a transmission, includes at least an inner and an outer disk clutch arrangement that are radially staggered and associated with a transmission input shaft of the transmission. Each of the plural clutch disk arrangements includes a set of disks, the set of disks have an outer disk associated with an outer disk carrier and an inner disk associated with an inner disk carrier. The outer disks are operable to mutually engage the inner disks in a driving arrangement. Each of the plural disk sets includes at least one disk having a lining and at least one disk being unlined where one of the inner and outer disks of the inner and the outer disk clutch arrangements of the plural disk clutch arrangements is the lined disk.

Double or multiple disk coupling device and disk arrangement therefor

A clutch system includes a clutch arrangement between a drive unit and a transmission, a pump arrangement which supplies pressure medium to the clutch arrangement at a pressure and rate of flow, and an operating medium supply arrangement which supplies an operating medium to the clutch arrangement at a pressure which is less than the pressure of the pressure medium and a rate of flow which is greater than the rate of flow of the pressure medium. The operating medium supply arrangement includes a pressure receiving element which is movable in a housing and has at least one pressure receiving surface which is exposed to the pressure medium, and an interaction element which is coupled to move with the pressure receiving element and has at least one interaction surface which interacts with the operating medium to produce a flow of the operating medium.

Clutch system

A clutch system includes a clutch device with at least one clutch arrangement for installation in a motor vehicle drive train between a drive unit and a transmission. The at least one clutch arrangement is actuated by a slave cylinder using a pressure medium which is supplied to the clutch device by a first pump. A further medium is also supplied to the clutch device by a second pump arrangement as an operating medium used during operation of the clutch device. The further medium is selectively supplied as a pressure medium to the slave cylinder.

Growing community of inventors

Schweinfurt, Germany

Wolfgang Grosspietsch