A state changing unit is provided radially outward of a translation portion and movable in an axial direction relative to the translation portion. The state changing unit is in contact with or separated from the clutch. The state changing unit receives a force in the axial direction from the translation portion such that the state changing unit is pressed against the clutch. The state changing unit is capable of changing a state of the clutch to an engaged state or a disengaged state according to a position of the translation portion in the axial direction relative to the housing. A movement restriction portion is provided on the translation portion and located between the state changing unit and the clutch. The movement restriction portion contacts the state changing unit and restricts movement of the state changing unit relative to the translation portion toward the clutch.

A state changing unit is provided radially outward of a translation portion and movable in an axial direction relative to the translation portion. The state changing unit is in contact with or separated from the clutch. The state changing unit receives a force in the axial direction from the translation portion such that the state changing unit is pressed against the clutch. The state changing unit is capable of changing a state of the clutch to an engaged state or a disengaged state according to a position of the translation portion in the axial direction relative to the housing. A movement restriction portion is provided on the translation portion and located between the state changing unit and the clutch. The movement restriction portion contacts the state changing unit and restricts movement of the state changing unit relative to the translation portion toward the clutch.

A friction clutch mechanism includes a diaphragm spring, a pressure plate having a peripheral fulcrum acting against a first face of the diaphragm spring, and a pair of axially opposed intermediate fulcrums supported by a clutch cover and acting on the opposite faces of the diaphragm spring along a radially intermediate portion thereof. The friction clutch mechanism has an additional elastic element, operatively associated with a first intermediate fulcrum of the pair of axially opposed intermediate fulcrums, and axially and elastically compressible in response to a deflection of the diaphragm spring towards an open friction condition. The additional elastic element has a radially innermost annular portion resting on one or more bearing surfaces supported by the clutch cover, and a radially outermost annular portion that cantilevers and has a protrusion circumferentially extended and axially projecting towards the first face of the diaphragm spring to serve as the first intermediate fulcrum.

A drive assembly including a primary inertia plate and clutch. The primary inertia plate is configured to be rotationally driven via a crankshaft. The clutch plate includes a body with a rotational axis (X). The clutch plate is configured to be rotationally driven by the primary inertia plate. The clutch plate includes at least one imbalance feature such that a center of gravity of the clutch plate is positioned away from the rotational axis (X). The imbalance feature generates a centrifugal force that counteracts or prevents rattling from being imparted to the clutch plate via engine vibrations through the primary inertia plate.

A drive assembly including a primary inertia plate and clutch. The primary inertia plate is configured to be rotationally driven via a crankshaft. The clutch plate includes a body with a rotational axis (X). The clutch plate is configured to be rotationally driven by the primary inertia plate. The clutch plate includes at least one imbalance feature such that a center of gravity of the clutch plate is positioned away from the rotational axis (X). The imbalance feature generates a centrifugal force that counteracts or prevents rattling from being imparted to the clutch plate via engine vibrations through the primary inertia plate.

A friction clutch for a drive train of a motor vehicle includes a cover. The cover is a deep drawn sheet metal component having a contour with folds. The folds form an inner bearing seat for receiving an inner anti-friction bearing for mounting a shaft or an outer bearing seat for receiving an outer anti-friction bearing for mounting the friction clutch in a transmission housing. The folds may include radial folds. The contour may be sinusoidal in a circumferential direction.

A friction clutch for a drive train of a motor vehicle includes a cover. The cover is a deep drawn sheet metal component having a contour with folds. The folds form an inner bearing seat for receiving an inner anti-friction bearing for mounting a shaft or an outer bearing seat for receiving an outer anti-friction bearing for mounting the friction clutch in a transmission housing. The folds may include radial folds. The contour may be sinusoidal in a circumferential direction.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing is operationally coupled to the shift actuator and a linear clutch actuator. The linear clutch actuator is a self-adjusting actuator, and the transmission includes a self-adjusting clutch.

A clutch cover for a friction clutch and a friction clutch, where the clutch cover forms a ring wall and the ring wall forms a plurality of circumferentially spaced radially extending plates having each a radially outer end. The ring wall also form two or more concentric annular stiffening bands extending at a radial distance from one another and including an innermost annular stiffening band. The ring wall also forms an outermost annular stiffening band, wherein the annular stiffening bands connect the radial plates to each other and having each a radial thickness that is smaller than the radial distance therebetween measured in intermediate regions of the ring wall between respectively two successive radial plates. A plurality of circumferentially spaced drive members of the friction clutch protrude axially from or can be screw connected to said radially outer ends of the radial plates.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing is operationally coupled to the shift actuator and a linear clutch actuator. The linear clutch actuator is a self-adjusting actuator, and the transmission includes a self-adjusting clutch.