A clutching device of an automatic transmission may include a clutch drum connected to a first rotation element, a clutch connected to the clutch drum and a second rotation element, and a piston device to operate the clutch, wherein the piston device may include a first piston forming a first sealed space with the first rotation element and the clutch drum and moving toward the clutch by a hydraulic pressure supplied to the first sealed space, a second piston forming a second sealed space with the first piston and moving toward the clutch to directly press the clutch by a hydraulic pressure supplied to the second sealed space, a spring retainer disposed on the first rotation element and forming a third space with the second piston and the first rotation element, and a return spring stored in the third space and abutted by the spring retainer and the second piston.

A friction plate includes a core plate defining a bore. The core plate includes an interior core surface defining the bore, an exterior core surface radially spaced from the interior core surface, a first clutch face extending between the interior core surface and the exterior core surface and facing a first direction, and a second clutch face extending between the interior core surface and the exterior core surface and facing a second direction opposite the first direction. The friction plate also includes a friction material disposed on at least one of the first and second clutch faces. The core plate also includes a fluid directing portion. A first plate thickness is defined between the first and second clutch faces. A second plate thickness is defined at the fluid directing portion. The second thickness is greater than the first thickness.

A motor vehicle steering system with steer-by-wire functionality may include an upper steering shaft that is mounted in a steering column and can be connected to a steering wheel in a rotationally fixed manner, a lower steering shaft that is connected to a steering gear for pivoting at least one steerable wheel, a manual torque adjuster that is connected to the upper steering shaft, an actuating drive that is connected to the lower steering shaft, and a coupling that in a closed state couples the steering wheel and the steering gear in a rotationally fixed manner. The actuating drive may be disposed on the steering column.

A torque converter having a hydraulically-actuated stator clutch therein is provided. In particular, the torque converter includes a stator, and a hub axially aligned with at least a portion of the stator and located radially inward of at least a portion of the stator. The hydraulically-actuated stator clutch is disposed within the stator and is configured to selectively couple the stator to the hub. The hub defines a dedicated fluid passageway extending therethrough to fluidly couple a transmission fluid source to the hydraulically-actuated clutch. Slipping of the clutch is therefore controlled via hydraulic fluid. This allows for modification of characteristics of the torque converter that are not otherwise possible with standard one-way clutches in torque converter stators.

A drive apparatus for a hybrid vehicle has an internal combustion engine, which has a crankshaft for outputting a drive power, and a torsional vibration reduction device, which is designed to reduce torsional vibrations and to transfer drive power from the crankshaft in the direction of a drivable wheel of the motor vehicle. A clutch device has a clutch input side, a clutch output side, a form-fit clutch and a frictional clutch. The torque transfer from the clutch input side to the clutch output side and thus from the crankshaft to the drivable wheel can be selectively produced, wherein the torque transition from the clutch input side to the clutch output side is enabled as soon as at least one of the two clutches is closed. The torsional vibration reduction device is arranged after the clutch device, relative to the torque transmission from the crankshaft in the direction of the drivable wheel. The clutch input side is connected to the crankshaft for conjoint rotation and the clutch output side is connected to the torsional vibration reduction device for conjoint rotation.

The wave spring includes an annular body formed by alternately connecting a convex portion and a concave portion in a circumferential direction, wherein the annular body is provided with a notch.

A disconnect clutch for a drive train of a motor vehicle includes a torque transfer component with a contact region, an outer disc carrier, an application element, and a return spring. The outer disc carrier is rotationally and axially fixed on the torque transfer component, and arranged for receiving rotationally fixed and axially displaceable friction discs arranged for torque transmission with counter friction discs. The application element is for axially displacing at least one of the friction discs for a frictional connection and the return spring is for releasing the frictional connection. The return spring contacts the application element, the return spring comprises a radially outer portion that bears against the contact region, and the contact region is designed to modify a preload of the return spring.

A separating clutch for a drive train of a motor vehicle includes a torque forwarding component, an outer multiple disc carrier fixed to the torque forwarding component for conjoint rotation, a first plurality of friction discs, a second plurality of friction discs arranged to transmit torque through a non-positive connection with the first plurality of friction discs, a pressing element having a first side facing the friction discs and a second side, opposite the first side, facing away from the friction discs, and a restoring spring. The pressing element is for axially displacing a one of the first or second plurality of friction discs to realize the non-positive connection, and the restoring spring contacts the pressing element for canceling the non-positive connection. The restoring spring engages through and behind the first side from the second side in a positively locking connection with the pressing element.

A power transmission device includes a selective rotation transmission mechanism for keeping the current drive mode of a vehicle. The selective rotation transmission mechanism includes a magnetized yoke, and a pressure receiving plate opposed to the yoke in the axial direction. In order to improve the stability of operation of the selective rotation transmission mechanism, the yoke and the pressure receiving plate are configured such that separated regions are defined between the yoke and the pressure receiving plate when the latter is attracted to the former such that at the separated regions, the yoke is not in contact with the pressure receiving plate.

A viscous clutch according to the present invention, which is composed of a main body having a fluid storage chamber of a concave shape formed at a central portion thereof and a cover having a concave fluid operation chamber formed at a central portion thereof, comprises: a fan housing in which the main body is stacked on an upper side of the cover so that an opening of the fluid operation chamber can be covered; a drive shaft which extends in a vertical direction and has a lower end inserted through a bottom plate of the main body; a rotor fixedly coupled to the lower end of the drive shaft so as to be rotatable in the fluid operation chamber; a rotary assembly integrally coupled to the main body so as to cover an opening of the fluid storage chamber; a coil core mounted on an upper surface of the rotary assembly and generating an electromagnetic force when an electric current is applied from the outside; and a valve assembly for opening or closing a fluid outlet according to whether or not an electric current is applied to the coil core.