A clutch device for a drive train of a motor vehicle includes a torsional vibration damper with an output side, a disconnect clutch with a clutch component, and a fastening unit releasably connecting the disconnect clutch to the torsional vibration damper. The fastening unit includes a first toothing region fixed on the clutch component, a second toothing region fixed on the output side and positively rotationally connected with the first toothing region, and a clamping element. The clamping element is arranged to preload the first toothing region relative to the second toothing region in a circumferential direction with a preloading force, and preload the output side relative to the clutch component with an axial contact pressure.

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.

Systems and methods of controlling a clutch in a vehicle are provided. With the goal of enabling autonomous/assisted control of the clutch by an electronic control unit while preserving the familiar mechanical feeling at the clutch pedal that driving enthusiasts prefer, embodiments of the disclosed technology use a shuttle valve to blend control of clutch engagement between a driver and an ECU. In these embodiments, a clutch pedal in the vehicle may be mechanically connected to a piston in a first hydraulic cylinder (just like in a traditional mechanical/hydraulic clutch actuation system), and an ECU may actuate a second hydraulic cylinder. Accordingly, a shuttle valve may be used to route the fluid coming from the cylinder with the greater pressure (i.e. the driver actuated cylinder or the ECU actuated cylinder), to a third hydraulic cylinder which adjusts engagement of a clutch by a mechanical linkage.

The invention relates to a torque transmission device (1), having torque input means (2, 24) intended to be rotationally coupled to a crankshaft of an internal combustion engine (7), and torque output means (8) intended to be rotationally coupled to an input shaft (10) of a gearbox (36) and to a rotor (34) of an electric machine, the torque input means (2, 24) being capable of pivoting with respect to the torque output means (8) around an axis (X).

A hybrid module for a motor vehicle power train, including an input side for connecting to an internal combustion engine, an output side for connecting to a drive wheel, an electric drive motor comprising a stator and a rotor and a torque transfer device arranged between the roto and the output side. The transfer device is designed to reduce rotational irregularity.

A clutch actuator (1) for actuating a vehicle clutch includes a cylinder (3) filled with pressure medium. An annular piston (4) is axially displaceably arranged in the cylinder. The annular piston (4) is fixedly operatively connected to a sliding sleeve (5) slidably mounted on a guide sleeve (6). A radially inner casing surface (16) of the annular piston (4) has an inner radius (Ri) and is arranged radially next to the guide sleeve (6). A sliding ring (18; 19) supports the sliding sleeve (5) on the guide sleeve (6). The sliding ring (18; 19; 18a) is inserted into a groove (27; 28) in the radially inner casing surface (16). In order to be able to mount undivided sliding rings, the groove (27; 28) has a single radially extending groove wall (29; 32) and is open toward an axially outer or inner end face (30; 33) of the annular piston (4).

A clutch release bearing (17), in particular for a motor vehicle, having: a tubular body (30) through which at least one input shaft (11) of a gearbox is intended to pass; at least one actuator having a part, movable in translation along the axis (X) of the body (30), intended for actuation of a clutch diaphragm; a target (28a, 28b) whose position is representative of the position of the movable part of the actuator; and a detector (29a, 29b) capable of detecting the position of the target (28a, 28b). The target (28a, 28b) is offset angularly from the detector (29a, 29b) with respect to the axis (X) of the body (30).

A hollow double-acting cylinder assembly may be mounted over a shaft and to a housing. A moveable piston of the cylinder assembly connects to a sliding sleeve of an over-center mechanism and the sliding sleeve with a thrust bearing allowing it to push and pull the sleeve mechanism with cylinder action. A toggle action of the over-center mechanism locks clutch without the need to sustain pressure on the cylinder after engagement/disengagement motion. As the clutch is typically engaged for sustained periods of time, this prevents constant hydraulic pressure applied to the over-center mechanism and significantly reduces wear. Hydraulic/pneumatic hoses may pass through the housing and connect to engage and disengage bores of the cylinder via remotely actuated control valve(s).

A dry-plate clutch (single or dual) of inverted construction for a vehicle transmission includes a clutch structure with a connecting device arranged to be connected to a prime mover; a pressure plate rotationally fixed and axially displaceable relative to the clutch structure, and a driven disc connected to a driven shaft and located between the clutch structure and the pressure plate. An actuator is arranged to displace the pressure plate between an engaged state, where the driven disc is clamped between the clutch structure and the pressure plate, and a disengaged state, where the disc is rotatable relative to the clutch structure. The connecting device has hollow sections at a number of angular locations extending into a radial surface facing the pressure plate. The pressure plate has corresponding axially extending protrusions in a radial surface facing the connecting device; and the protrusions at least partially extend axially into the hollow sections in the disengaged state.

This clutch control device is provided with: a first valve; a second valve; a valve control unit configured to control the operation of each of the first valve and the second valve; an operation determination unit configured to perform an operation determination for the clutch device; and an initial operation completion determination unit which determines whether an initial operation of the clutch device has been completed. The valve control unit, if it is determined by the operation determination unit that an on-off switching process is required, subjects both the first valve and the second valve to opening-control. If it is determined by the initial operation completion determination unit that the initial operation has been completed, the valve control unit subjects the second valve to closing-control.