A disc pack coupling for torque transmission between shafts has coupling discs. A locking unit is provided that maintains a contact pressure acting on the coupling discs when the disc pack coupling is closed. The locking unit has a locking part, a guide part, an actuating element, and a pressure element. The guide part is non-rotatably and non-displaceably arranged in relation to a first shaft. The locking part has a locking part axis and is rotatable about and displaceable axially relative to the locking part axis. Locking part and guide part are provided with interacting control surfaces positioned at a slant to a rotational direction of the locking part. The control surfaces are provided to move the locking part into a first and a second stop position. In the first stop position, the locking part maintains the contact pressure on the coupling discs.

A disc pack coupling for torque transmission between shafts has coupling discs. A locking unit is provided that maintains a contact pressure acting on the coupling discs when the disc pack coupling is closed. The locking unit has a locking part, a guide part, an actuating element, and a pressure element. The guide part is non-rotatably and non-displaceably arranged in relation to a first shaft. The locking part has a locking part axis and is rotatable about and displaceable axially relative to the locking part axis. Locking part and guide part are provided with interacting control surfaces positioned at a slant to a rotational direction of the locking part. The control surfaces are provided to move the locking part into a first and a second stop position. In the first stop position, the locking part maintains the contact pressure on the coupling discs.

A clutch device includes a first rotor, a second rotor, a third rotor, at least one bolt, at least one anti-slip member, and a cam mechanism. The first rotor has a first cam surface and a first fitting hole extending in an axial direction. The second rotor has a second cam surface. The third rotor has a second fitting hole. The second cam surface presses the first cam surface in a circumferential direction. The second fitting hole faces the first fitting hole and extends in the axial direction. The third rotor is fixed to the first rotor. The bolt connects the first rotor and the third rotor. The anti-slip member fits into the first and second fitting holes. The cam mechanism includes the first cam surface and the second cam surface, and moves the second rotor in the axial direction when relative rotation occurs between the first rotor and the second rotor.

A friction clutch includes a housing, an axially displaceable pressure plate, a lever system for displacing the pressure plate, a ramp system arranged between the pressure plate and the lever system, a torsion device for rotating the ramp system, and a control device. The torsion device has a spindle to drive the ramp system and a drive gear with an external profile. The control device has a fastening portion fixed to the housing and a pawl with a plurality of tongues to forming a positive interlock. At least one tongue is arranged to engage the external profile. Each tongue is separated from another tongue by a gap extending in the axial direction. At least one gap, starting from a tip of the tongue, extends in the axial direction 30% or less of a minimum distance between the tip and the fastening portion.

A clutch unit includes a clutch having a clutch spring, a motor that generates an actuation driving force for actuating the clutch, an output shaft that transfers the clutch reaction force to the clutch and receives an elastic restoring force of the clutch spring as a clutch reaction force, and a spring that inputs an assist force for assisting the actuation driving force to the output shaft. In switching the clutch from an engaged state to a disengaged state, the output shaft receives the assist force before receiving the clutch reaction force, whereas in switching the clutch from the disengaged state to the engaged state, the assist force becomes zero after the clutch reaction force becomes zero.

A clutch device includes a clutch housing including a cylindrical portion and a bottom, a multiple disc clutch, a receiving member and a pressing member that moves in an axial direction with respect to the clutch housing to press the multiple disc clutch from the bottom side toward the receiving member. The pressing member includes an annular portion disposed radially inward or outward of the bottom and a plurality of protruding portions protruding in a radial direction from the annular portion, the annular portion being provided integrally with the protruding portions. The bottom of the clutch housing has a plurality of cutouts that accommodate the protruding portions. The protruding portions move in the axial direction within the cutouts to press the multiple disc clutch.

A clutch for a drivetrain of a motor vehicle includes an axis and a pressure plate assembly. The pressure plate assembly has a clutch cover, a contact plate held movably on the clutch cover, a diaphragm spring with a radial inner edge region, and a pressure element for actuating the diaphragm spring. The diaphragm spring is braced between the clutch cover and the contact plate. The pressure element rests against the radial inner edge region. The pressure element includes a first through hole and the clutch cover includes a second through hole. The first through hole is axially aligned with the second through hole. In some embodiments, the clutch has a clutch disk with a hub region having a third through hole, and the third through hole is axially aligned with the first through hole and the second through hole.

A clutch for a drivetrain of a motor vehicle includes an axis and a pressure plate assembly. The pressure plate assembly has a clutch cover, a contact plate held movably on the clutch cover, a diaphragm spring with a radial inner edge region, and a pressure element for actuating the diaphragm spring. The diaphragm spring is braced between the clutch cover and the contact plate. The pressure element rests against the radial inner edge region. The pressure element includes a first through hole and the clutch cover includes a second through hole. The first through hole is axially aligned with the second through hole. In some embodiments, the clutch has a clutch disk with a hub region having a third through hole, and the third through hole is axially aligned with the first through hole and the second through hole.

An actuating device for a motor vehicle, including a housing and a multi-part working piston movable in relation to the housing. The multi-part working piston has a main piston and an adjusting piston, which pistons are formed in a manner movable axially with respect to each other to compensate for wear. A clamping device clamps the main piston and the adjusting piston in relation to each other in order to fix an operative length of the working piston. The main piston and the adjusting piston are partial pistons of the working piston. A shielding element for protecting the actuating device from dirt is arranged on the housing and a partial piston or on a first partial piston and a second partial piston or on an adjusting piston and on the clamping device.

A self-adjusting clutch actuator includes a transmission element displaceable in a displacement direction; and a compensation mechanism having a piston displaceable in the displacement direction of the transmission element. The compensation mechanism allows a first relative displacement (X) of the transmission element relative to the piston in the displacement direction when there is no actuating force in the clutch actuator, and blocks the first relative displacement (X) when an actuating force is introduced into the clutch actuator by bringing a frictional element (4) into contact with a counter-element. The frictional element (4) is designed for a second relative displacement (Y) relative to the counter-element when the first relative displacement (X) is not blocked by the compensation mechanism (22). A translatory mechanism provided between the transmission element (1) and the piston (2) is designed to cause the second relative movement (Y), by the first relative displacement (X) relative to the counter-element.