A method for manufacturing a clutch body for a synchronizing device of a transmission includes the steps of: a) providing an externally toothed clutch disk, b) providing a counterfriction ring, c) applying a friction lining onto the counterfriction ring, d) establishing a non-releasable connection between the clutch disk and the counterfriction ring, and e) upsetting a portion of the counterfriction ring at least partly provided with the friction lining in radially inwardly facing direction, so that a counterfriction cone is formed, which is provided for cooperation with a friction surface of the synchronizer ring.

A method for manufacturing a clutch body for a synchronizing device of a transmission includes the steps of: a) providing an externally toothed clutch disk, b) providing a counterfriction ring, c) applying a friction lining onto the counterfriction ring, d) establishing a non-releasable connection between the clutch disk and the counterfriction ring, and e) upsetting a portion of the counterfriction ring at least partly provided with the friction lining in radially inwardly facing direction, so that a counterfriction cone is formed, which is provided for cooperation with a friction surface of the synchronizer ring.

A synchronizer ring for a synchronization unit has a substantially constant sheet-metal cone which tapers in direction of its ring axis from a first axial cone end towards a second axial cone end. At the sheet-metal cone a centering collar is integrally molded and the sheet-metal cone includes a first sheet portion and axially adjacent a second sheet portion. In addition, the sheet-metal cone includes a step portion which axially extends between the second axial cone end and the first sheet portion, wherein a radial outer side of the step portion is offset with respect to a radial outer side of the first sheet portion towards the ring axis. Furthermore, there is shown a method for manufacturing a synchronizer ring.

A drive system for a hybrid vehicle having an internal combustion engine includes an electric motor and a clutch device which has a frictional locking element and a positive locking element that is connected parallel to the frictional locking element. The clutch device is configured to couple the internal combustion engine into the drive system and to be switched into at least the following states: a) open positive locking element and closed frictional locking element when starting and/or synchronization of the internal combustion engine, b) closed positive locking element and closed frictional locking element or closed positive locking element and open frictional locking element when the internal combustion engine is running and synchronized such that an internal combustion engine drive output action is generated, and c) open positive locking element and open frictional locking element when the internal combustion engine is stopped such that purely electric motor drive of the vehicle is provided.

A portable information handling system includes a motorized hinge that rotates first and second housing portions between open and closed positions and a clutch hinge that manages torque during rotation of the first and second housing portions. A clutch of the clutch hinge couples to an axle with a compressive mechanism and a clamping mechanism that combine to apply a total torque that resists rotation of the first and second housing portions. The clamping mechanism couples to the axle from within a clutch housing and the compressive mechanism inserts over the axle to compress at opposing sides of the clutch housing.

A portable information handling system includes a motorized hinge that rotates first and second housing portions between open and closed positions and a clutch hinge that manages torque during rotation of the first and second housing portions. A clutch of the clutch hinge couples to an axle with a compressive mechanism and a clamping mechanism that combine to apply a total torque that resists rotation of the first and second housing portions. The clamping mechanism couples to the axle from within a clutch housing and the compressive mechanism inserts over the axle to compress at opposing sides of the clutch housing.

A clutch assembly for a transmission having a gear radially supported relative to a shaft in which the clutch assembly includes a clutch plate rotationally coupled to the shaft. The clutch plate further includes an engaged state whereby a surface of the clutch plate abuts a surface of the gear to rotationally couple the gear to the shaft and a disengaged state whereby the clutch surface is spaced from the gear surface to rotationally uncouple the gear and the clutch plate. A transmission assembly includes a first shaft, a second shaft, and a plurality of gears interconnecting the first shaft and the second shaft such that each gear of the plurality of gears is radially supported by one of the first and second shafts. The transmission assembly can further include a plurality of the clutch assemblies.

A clutch assembly for a transmission having a gear radially supported relative to a shaft in which the clutch assembly includes a clutch plate rotationally coupled to the shaft. The clutch plate further includes an engaged state whereby a surface of the clutch plate abuts a surface of the gear to rotationally couple the gear to the shaft and a disengaged state whereby the clutch surface is spaced from the gear surface to rotationally uncouple the gear and the clutch plate. A transmission assembly includes a first shaft, a second shaft, and a plurality of gears interconnecting the first shaft and the second shaft such that each gear of the plurality of gears is radially supported by one of the first and second shafts. The transmission assembly can further include a plurality of the clutch assemblies.

A clutch assembly for a transmission having a gear radially supported relative to a shaft in which the clutch assembly includes a clutch plate rotationally coupled to the shaft. The clutch plate further includes an engaged state whereby a surface of the clutch plate abuts a surface of the gear to rotationally couple the gear to the shaft and a disengaged state whereby the clutch surface is spaced from the gear surface to rotationally uncouple the gear and the clutch plate. A transmission assembly includes a first shaft, a second shaft, and a plurality of gears interconnecting the first shaft and the second shaft such that each gear of the plurality of gears is radially supported by one of the first and second shafts. The transmission assembly can further include a plurality of the clutch assemblies.

A differential transmission having an epicyclic housing, a first sun gear in the epicyclic housing, a second sun gear also in the epicyclic housing and arranged on the same axis of revolution as the first sun gear, a planetary assembly revolves around the axis of revolution together with the epicyclic housing and couples the two sun gears such that they can rotate in opposite directions, and a coupling device in a receiving space defined between the sun gears for generating a bridging torque which couples the two sun gears in a frictional manner. The coupling device has a first coupling ring element supported via a conical surface against a first conical inner wall of the receiving space, and a second coupling ring element supported via a conical surface against a second conical inner wall of the receiving space, and a spring arrangement axially loads the two coupling ring elements such that they are pressed against the respective conical inner wall of the receiving space.