A torsional vibration damper for a drive train includes an axis of rotation, a multi-flange damper for damping torsional vibrations, a torque limiter unit for limiting a maximum transmissible torque, an outer hub connecting the multi-flange damper to the torque limiter unit for torque transmission, and an inner hub for connection to a transmission input shaft. The multi-flange damper has a plurality of flanges. The torque limiter unit is arranged radially inside the multi-flange damper and includes an inner plate and an outer plate. The outer hub is arranged radially between the multi-flange damper and the torque limiter unit and the inner hub is arranged radially inside the torque limiter unit. The outer hub includes an external toothing engaged with each of the plurality of flanges and an internal toothing engaged with the outer plate.

A drive device with a drive unit which has an output shaft and is mechanically connected to a driven shaft of the drive device via a clutch. At least one hydraulic channel and one hydraulic cylinder flow-connected to the hydraulic channel are formed in the output shaft, wherein a hydraulic piston coupled to the clutch for operating the same is displaceably arranged in the hydraulic cylinder.

A torsion damper is configured to be disposed inside a coil spring. The torsion damper includes a body and a helical groove. The body is made of resin. Besides, the body has a columnar shape. The helical groove is provided on the outer peripheral surface of the body.

A face spline coupling for transmitting torque between a wheel end unit and a driven shaft arranged in a longitudinal axis of a drive-wheel arrangement for a motor vehicle includes a first face spline formed in the wheel end unit and a second face spline formed in the driven shaft. The first face spline is generally perpendicular to the longitudinal axis and faces the driven shaft, and the second face spline is also generally perpendicular to the longitudinal axis and faces the wheel end unit. The first and second face splines are meshed together and detachably coupled by inter-fitting teeth of each of the first and second face splines. In addition, the teeth in each of the first and second face splines are formed in a helical configuration.

A power transmission system is provided, which includes a biasing member configured to bias a second power-transmission member in a rotational direction with respect to a first power-transmission member by a spline part of the biasing member being engaged with a spline part of the second power-transmission member while the biasing member is locked by the first power-transmission member and a spring part thereof is in a first elastically displaced state, and a temporarily fixing member having a temporarily fixing part which temporarily fixes the biasing member to the first power-transmission member in a second elastically displaced state with greater elastic displacement than in the first state. The second power-transmission member is provided, on a first axial side of the spline part, with a canceling part configured to cancel the temporary fixing of the biasing member to the first power-transmission member by the temporarily fixing part.

An isolating decoupler comprising a shaft, a pulley journalled to the shaft on at least one bearing, a one-way clutch engaged with the shaft, a torsion spring engaged between the one-way clutch and the pulley, the shaft comprises an inner race of the at least one bearing, and the torsion spring having an end welded to the one-way clutch and having another end welded to the pulley.

A damper device, disposed between an engine and a drive unit, includes an input rotor, an output rotor, an elastic coupling part, and a hysteresis torque generating mechanism. The hysteresis torque generating mechanism generates a hysteresis torque together with the input rotor or the output rotor therebetween. The damper device is in a neutral condition when a torque is not transmitted from both the engine and the drive unit, in a first torsional condition when the torque is transmitted from the engine, and in a second torsional condition when the torque is transmitted from the drive unit. The hysteresis torque generating mechanism is configured not to generate a hysteresis torque when the damper device is in the first torsional condition, and not to generate the hysteresis torque in a first range of torsion angle less than a first angle when the damper device is in the second torsional condition.

A torque converter assembly that has a turbine assembly, a pump assembly, and a clutch assembly that selectively rotationally couples the turbine assembly to the pump assembly. The clutch assembly also has at least one clutch disk and a backing plate assembly defining a backing plate surface and formed by a first plate and a second plate coupled to one another. The first plate and the second plate are coupled to each other at a first radius and a second radius, the second radius being substantially adjacent to the backing plate surface.

A self-contained clutch for diesel engines for off-highway implementation is provided. A stationary friction disc, pressure plate and endplate sandwich a pair of rotating separator discs. Attenuation of vibration damping of the rotator discs may be achieved by a centrifugal weight. A pulse-width-modulated DC motor or valve is employed in association with a hydraulic actuator to control pressure to the clutch piston. An RFID tag uniquely identifies the nature and parameters of the clutch itself and is associated with the clutch such that the controller can most efficiently operate the clutch. Heat is dissipated by an oil pump servicing the support bearings and/or by the integration of a centrifugal fan into the heat disc stack.

A clutch assembly comprising a sealed clutch and an adapter. The clutch being connected to the adapter and the adapter being connectable to a flywheel. The adapter including openings positioned for registration with the connection pattern of a flywheel for connecting the adapter to the flywheel. The openings of the adapter comprising at least two groups of openings for registration with the connection patterns of at least two different flywheels.