A Torsion damper wherein a first group of friction rings is supported in circumferential direction so as to be stationary with respect to the torque output part, and a second group of friction rings is supported in circumferential direction in the first swivel angle range so as to be moveable relative to the torque input disk and torque output disk, and in the second swivel angle range the second group of friction rings is supported in circumferential direction in a driving connection with respect to the torque input disk and executes a synchronous rotational movement with the torque input disk, wherein in the second swivel angle range a relative movement in circumferential direction takes place between the torque output disk and the second friction ring group, and a relative movement in circumferential direction takes place between the torque input disk and the first friction ring group.

A torque converter, including: a cover to receive torque; an impeller including an impeller shell non-rotatably connected to the cover and an impeller blade; a turbine including a turbine shell and a turbine blade; a first vibration damper including a drive plate to receive torque from the cover, a first cover plate including first and second portions, a first spring directly engaged with the drive plate and the first portion of the first cover plate, and a second cover plate non-rotatably connected to the first cover plate, surrounding a portion of the first spring in a direction orthogonal to a longitudinal axis for the first spring, and including an opening; and a second vibration damper including a cover plate non-rotatably connected to the turbine shell, and a second spring directly engaged with the cover plate for the second vibration damper and with the second portion of the first cover plate.

A torsion damper with at least one torque input disk and at least one torque output disk, wherein the torque input disk can move in circumferential direction relative to the torque output disk against the force of at least one spring storage, wherein the relative movement is damped by a friction device which generates a smaller friction torque in a first swivel angle range than in a second swivel angle range in that the friction device has at least two friction ring pairs which are rotatable opposite one another and which are activated depending on the swivel angle via a driving connection of at least one friction ring with the torque input disk. The driving connection has a spring element which is arranged functionally in series with the friction device and functionally in parallel with the spring storage.

A clutch disk for a vehicle may include a hub plate mounted on a shaft to restrict a rotation of the shaft, a sub plate rotatably mounted on the shaft, a presser mounted on the hub plate to restrict a position of the presser and protruding from the hub plate toward the sub plate, and a wave spring positioned between the hub plate and the sub plate, mounted to allow at least a part of the wave spring to adhere to the sub plate, and formed with a flexion to change a spaced distance from the hub plate depending on a rotation direction of the hub plate to thereby change a point and a level pressed by the presser depending on a relative rotation between the hub plate and the sub plate.

The invention relates to a torsional vibration damper, in particular a dual-turbine damper, for a drivetrain of a motor vehicle, preferably for a drivetrain of a motor vehicle having a hydrodynamic torque converter, having a first damper and a second damper connected to the latter in series, where the two dampers are situated essentially on a common circumference or essentially in a common plane of the torsional vibration damper, there being a damper intermediate mass connected between the two dampers connected in series, and a centrifugal pendulum device provided on the damper intermediate mass.

A constructional unit for a hybrid powertrain of a motor vehicle includes: an electric machine with a stator and a rotor, wherein the rotor is configured to transmit a torque to the powertrain; a clutch arrangement with at least one clutch actuation unit, wherein the clutch arrangement is configured to decouple an internal combustion engine from the powertrain, the internal combustion engine being provided parallel to the electric machine for transmitting a torque; and a vibration absorber apparatus configured to reduce vibrations in the powertrain. The clutch actuation unit is arranged axially substantially radially within the vibration absorber apparatus.

According to one aspect, a clutch mechanism includes a control member. The control member is adapted to receive motive power and includes a first dry clutch member and a first viscous clutch member. The clutch mechanism further includes an output member that includes a second dry clutch member and a second viscous clutch member. The first and second dry clutch members form a dry clutch and the first and second viscous clutch members form a viscous clutch. The clutch mechanism further includes an actuation arm coupled to at least one of the control and output members. The actuation arm is selectively controllable to effect relative movement of the control and output members such that one of the dry and viscous clutches is selectively engaged.

A power transmission apparatus includes a first/second/third rotary shaft, and a positioning member. The first rotary shaft is connected to an output shaft of a drive source. The second rotary shaft is spline-fitted to a rotary shaft of an electric motor. The third rotary shaft is connected to the first rotary shaft and the second rotary shaft. The positioning member is configured to apply an elastic force in a rotational direction to the rotary shaft and the second rotary shaft in a portion where the rotary shaft and the second rotary shaft overlap each other; set each of a position in the rotational direction of a spline of the rotary shaft of the electric motor and a spline of the second rotary shaft to a specified position, and applies the elastic force in the rotational direction to the rotary shaft and the second rotary shaft.

A hydrokinetic torque coupling device comprises a casing, a torque converter, a torsional vibration damper and a lockup clutch disposed within the casing. The torque converter comprises an impeller and a turbine-piston coaxially aligned with the impeller and axially movable toward and away from the casing to position the hydrokinetic torque coupling device into and out of a lockup mode in which the turbine-piston is non-rotatably frictionally coupled to the casing. The torsional vibration damper comprises an input member non-moveably secured to the turbine-piston, a first retainer plate and the elastic members elastically coupling the input member to the first retainer plate. The input member includes an actuating portion configured to actuate the lockup clutch. The lockup clutch is disposed within the casing between the actuating portion of the input member and a cover shell of the casing for frictionally coupling the casing and the turbine-piston.

In a multi-stage torsional coupling and associated methods of providing variable stiffness, the coupling has an inner member connected to a first torsional connection, a sprocket plate connected to the inner member, one or more plates connected to a second torsional connection, an outer member rigidly attached to the one or more plates, and a plurality of damping stages arranged for sequential engagement by movement of the sprocket plate relative to the one or more plates to provide a variable stiffness over a angle of angular displacement for the multi-stage torsional coupling. The sprocket plate is rotatable relative to the one or more plates to sequentially engage the plurality of damping stages to provide stiffness between the first and second torsional connections that increases in a non-linear, or stepped, manner as the amplitude of the angular displacement of the sprocket plate relative to the one or more plates increases.