Abstract

The invention relates to a powertrain (10) for a motor vehicle, comprising a drive motor (12), the drive power of which can be routed via a power path (22) to driven wheels (20), and comprising a mechanical KERS reservoir (24) which can be connected to the power path (22) by means of a KERS clutch assembly (26). Said KERS clutch assembly (26) comprises a hydrodynamic speed and torque converter (30).

IPC Classes  ?

• B60K 6/10 - Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
• B60K 6/387 - Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
• F16D 33/10 - Rotary fluid couplings or clutches of the hydrokinetic type controlled by changing the amount of liquid in the working circuit by devices incorporated in the fluid coupling, with or without remote control consisting of controllable supply and discharge openings

Abstract

The invention relates to a hydraulic assembly (30) for a motor vehicle powertrain (10) having a drive motor (12), the drive power of which is routed via a power path (22) to driven wheels (20), and having a KERS reservoir (24) which can be connected to the power path (22) by means of a KERS clutch assembly (26). The hydraulic assembly (30) has a KERS actuator assembly (50) for the KERS clutch assembly (26). The KERS actuator assembly (50) has a KERS pump (46) driven by means of a pump electric motor (54), the pressure connection (48) of which pump is directly connected to a KERS actuator (50).

IPC Classes  ?

• F16H 61/00 - Control functions within change-speed- or reversing-gearings for conveying rotary motion
• B60K 6/10 - Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
• F16D 48/06 - Control by electric or electronic means, e.g. of fluid pressure
• F16H 57/04 - Features relating to lubrication or cooling

Abstract

Disclosed is a transmission (110) for a motor vehicle. The transmission (110) comprises at least one rheological actuator (112). The rheological actuator (112) has at least one rheological fluid (114). The rheological actuator (112) has at least one rheological valve (116).

IPC Classes  ?

• F16H 61/02 - Control functions within change-speed- or reversing-gearings for conveying rotary motion characterised by the signals used
• F16H 63/30 - Constructional features of the final output mechanisms

Abstract

A fluid supply device (110) is proposed for a transmission (112) for a motor vehicle. The fluid supply device (110) has at least one fluid supply device housing (114). At least one pump (116) and at least one electric motor (118) are integrated in the fluid supply device housing (114). The fluid supply device (110) is designed in a modular way.

IPC Classes  ?

• F04C 15/00 - Component parts, details or accessories of machines, pumps or pumping installations, not provided for in groups
• F16H 57/04 - Features relating to lubrication or cooling

Abstract

A gearbox for a motor vehicle. The gearbox comprises at least one fluid supply system. The fluid supply system comprises at least one pump. The fluid supply system comprises at least one fluid sump. The fluid supply system comprises at least one fluid reservoir. The fluid reservoir comprises at least a first fluid outflow leading into the fluid sump. The first fluid outflow can be controlled as a function of a state variable.

IPC Classes  ?

• F16H 57/04 - Features relating to lubrication or cooling
• F01M 1/12 - Closed-circuit lubricating systems not provided for in groups

Abstract

A bearing arrangement is provided having an axial securing ring that inserts into a bearing-seat radial groove of a bearing carrier to secure an anti-friction bearing axially in relation to the bearing carrier. The axial securing ring is an open flat ring with an annular section. Radially projecting lugs are provided at each end of the annular section. The radial width of the annular section is substantially constant over the circumference of the annular section. The lugs are produced by bending the axial securing ring with respect to the annular section. The axial securing ring is plane-ground on its axial sides.

IPC Classes  ?

• F16C 43/00 - Assembling bearings
• B60B 27/00 - Hubs
• F16C 35/073 - Fixing them on the shaft or housing with interposition of an element between shaft and inner race ring
• F16C 35/067 - Fixing them in a housing
• F16C 19/54 - Systems consisting of a plurality of bearings with rolling friction
• F16C 19/06 - Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for radial load mainly with a single row of balls
• F16H 57/023 - Mounting or installation of gears or shafts in gearboxes, e.g. methods or means for assembly

Abstract

Disclosed is a gear selector drum arrangement (12) for a transmission (10), comprising a drum member (38) which is mounted so as to be rotatable relative to a housing (36) about a longitudinal axis (28) and on the circumference of which a shifting contour (54) is formed that can be coupled to a shifting member (22) in such a way that the shifting member (22) moves in a longitudinal direction when the drum member (38) rotates. According to the invention, the drum member (38) is mounted in a radially flexible manner.

IPC Classes  ?

• F16H 63/18 - Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism the final actuating mechanism comprising cams
• F16C 13/02 - Bearings

Abstract

An internal-gear pump has a housing which has a first fluid port and a second fluid port. An inner rotor is mounted in the housing so as to be rotatable about an inner rotor axis and has an external toothing. An outer rotor is rotatable in the housing about an outer rotor axis and has an internal toothing which, to generate a pump action, engages with the external toothing of the inner rotor. The internal-gear pump furthermore has a ring element which is mounted movably in the housing so as to be pivotable between a first position and a second position. At least a third fluid port is formed on the housing. The third fluid port is arranged relative to the ring element such that, in the first position of the ring element, the third fluid port is connected to the second fluid port. In the second position, said third fluid port is separated from the second fluid port.

IPC Classes  ?

• F04C 14/04 - Control of, monitoring of, or safety arrangements for, machines, pumps or pumping installations specially adapted for reversible machines or pumps
• F04C 2/10 - Rotary-piston machines or pumps of intermeshing-engagement type, i.e. with engagement of co-operating members similar to that of toothed gearing of internal-axis type with the outer member having more teeth or tooth-equivalents, e.g. rollers, than the inner member
• F04C 15/06 - Arrangements for admission or discharge of the working fluid, e.g. constructional features of the inlet or outlet
• F04C 14/12 - Control of, monitoring of, or safety arrangements for, machines, pumps or pumping installations characterised by changing the positions of the inlet or outlet openings with respect to the working chamber using sliding valves
• F04C 2/08 - Rotary-piston machines or pumps of intermeshing-engagement type, i.e. with engagement of co-operating members similar to that of toothed gearing

Abstract

A parking lock arrangement for a motor vehicle transmission has a blocking arrangement actuatable between a release position and a blocking position. The blocking arrangement is designed to immobilize a motor vehicle in the blocking position. The parking lock arrangement has an arrangement for actuating the blocking arrangement. The actuating arrangement has a cam disc supported on a housing and driveable for rotation and has an actuating cam portion that extends over a first circumferential region of the cam disc that is greater than 5° and less than 180°. The actuating arrangement has a lever supported pivotably on the housing and coupled to the blocking arrangement. The lever is connected to a driving feature that is coupled to the cam disc, such that, when the cam disc is rotated, the driving feature is taken along by the actuating cam portion in such a way that the lever is pivoted in order to actuate the blocking arrangement.

IPC Classes  ?

• B60T 1/00 - Arrangements of braking elements, i.e. of those parts where braking effect occurs
• F16H 63/34 - Locking or disabling mechanisms
• F16H 63/18 - Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism the final actuating mechanism comprising cams

Abstract

The invention relates to a twin-clutch transmission (14), comprising a twin-clutch assembly (16), which has a first and a second friction clutch (18, 20); a transmission assembly (22), which has a first and a second input shaft (30, 32) and a first and a second countershaft (34, 36); wherein the first friction clutch (18) is connected to the first input shaft (30) and the second friction clutch (20) is connected to the second input shaft (32), wherein the transmission assembly (22) has a plurality of gear sets for establishing gear stages (1-7, R), wherein a first gear set comprises a fixed gear (42; 46) on the first input shaft (30) and a free gear (44; 50) on the second countershaft (36), wherein a second gear set comprises a fixed gear (54) on the second input shaft (32) and a free gear (58) on the second countershaft (36), and wherein the transmission assembly (22) has an output gear set (70), which comprises a first output gear (72) rigidly connected to the first countershaft (34), and a second output gear (74), which is associated with the second countershaft (36), wherein the first and the second output gear (72, 74) mesh with a third output gear (76). The second output gear (74) is fixed on an output shaft (104), which is coaxial to the second countershaft (36) and is rotatably supported in relation to the second countershaft (36), wherein the output shaft (104) can be coupled to the second countershaft (36) by means of a coupling device (106) or can be decoupled from the second countershaft, in such a way that at least one winding path gear stage (WC, WO) can be established by means of the first and the second gear set while the coupling device (106) is open.

IPC Classes  ?

• F16H 3/00 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion

Abstract

Shift arrangement for a motor vehicle transmission. At least one gear stage can be engaged and disengaged by means of an associated shift clutch. A spindle which is aligned along a spindle axis, has a spindle thread and is rotatably mounted on a housing. A nut has a nut thread, which is in engagement with the spindle thread. A shift finger is formed on the nut. At least one shift rod is mounted movably on the housing and can be coupled to the shift clutch. Provided on the housing are a radial groove, in which the shift finger engages in an axial base position of the nut and within which the shift finger can be turned, and an axial guide, which axially adjoins the radial groove and in which the shift finger can engage in order to hold the nut in the circumferential direction, thus ensuring that said nut is moved axially in a first axial direction when the spindle is rotated.

IPC Classes  ?

• B60K 20/00 - Arrangement or mounting of change-speed gearing control devices in vehicles
• F16H 59/04 - Ratio selector apparatus
• F16H 61/68 - Control functions within change-speed- or reversing-gearings for conveying rotary motion specially adapted for stepped gearings
• F16H 61/30 - Hydraulic motors therefor
• F16H 61/688 - Control functions within change-speed- or reversing-gearings for conveying rotary motion specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
• F16H 63/30 - Constructional features of the final output mechanisms
• F16H 61/28 - Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted

Abstract

A drive train cooling arrangement for motor vehicles has a first cooling circuit and a second cooling circuit and has a pump arrangement, by means of which coolant can be fed to the first and the second cooling circuit. The pump arrangement has a bidirectional pump, which has a first pump port and a second pump port and which can be driven by a pump electric motor. The first pump port is connected to the first cooling circuit, wherein the second pump port is connected to the second cooling circuit. A coolant volume flow which is provided for at least one of the first and the second cooling circuit can be adjusted by changing the rotational speed of the pump electric motor.

IPC Classes  ?

• F01P 7/04 - Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
• F01P 7/08 - Controlling of coolant flow the coolant being cooling-air by cutting in or out of pumps
• F01P 7/14 - Controlling of coolant flow the coolant being liquid
• F01P 5/10 - Pumping liquid coolantArrangements of coolant pumps
• F01P 5/12 - Pump-driving arrangements
• F04B 35/00 - Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for
• F01P 7/16 - Controlling of coolant flow the coolant being liquid by thermostatic control
• F16H 57/04 - Features relating to lubrication or cooling
• F16D 48/02 - Control by fluid pressure
• F01P 3/00 - Liquid cooling

Abstract

A gear shift arrangement for a motor vehicle gear mechanism comprises at least one clutch arrangement by means of which a gear of the gear mechanism can be engaged and disengaged. An actuator arrangement is coupled with the clutch arrangement via a first force transmission device. A parking block arrangement is coupled with the actuator arrangement via a second force transmission device. The actuator arrangement can be moved into a parking block position in which the parking block arrangement is activated. The actuator arrangement is configured to engage the gear on its travel to the parking block position and/or in the parking block position via the first force transmission device. The first force transmission device has a decoupling device which is configured to move or to let move the actuator arrangement into the parking block position even when the clutch arrangement is blocked.

IPC Classes  ?

• F16H 63/34 - Locking or disabling mechanisms
• F16H 63/30 - Constructional features of the final output mechanisms
• F16H 63/48 - Signals to a parking brake

Abstract

A hybrid drivetrain (10), having an internal combustion engine (12) which is designed for a maximum internal combustion engine rotational speed; having a dual-clutch arrangement (20, 30; 50) which has a first friction clutch (20) and a second friction clutch (30), wherein the friction clutches (20, 30) have a common input element (38), coupled to the internal combustion engine (12), and in each case one output element (60, 62); having a gearbox arrangement (22, 32) which has a first sub-gearbox (22) and a second sub-gearbox (32), wherein the output element (60) of the first friction clutch (20) is connected to an input (26) of the first sub-gearbox (22), and wherein the output element (62) of the second friction clutch (30) is connected to an input (36) of the second sub-gearbox (32); having an electric machine (40) which is connected or connectable to the output element (62) of the second friction clutch (30) via a machine transmission ratio (iM) such that purely electric driving operation can be established by means of the second sub-gearbox (32), wherein the electric machine (40) is designed for a maximum machine rotational speed. Here, the maximum machine rotational speed divided by the machine transmission ratio is greater than the maximum internal combustion engine rotational speed, wherein the output element (62) of the second friction clutch (30) is structurally designed for the maximum machine rotational speed divided by the machine transmission ratio (iM).

IPC Classes  ?

• B60K 6/48 - Parallel type
• B60K 6/547 - Transmission for changing ratio the transmission being a stepped gearing
• B60K 6/40 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components

Abstract

The invention relates to dual-clutch assembly (20) for a dual-clutch transmission (14), comprising an input shaft (16), a first friction clutch (24), a second friction clutch (26), a first output shaft (32), a second output shaft (42), a first piston/cylinder assembly (60), and a second piston/cylinder assembly (62); wherein input elements (28, 38) of the friction clutches (24, 26) are connected to the input shaft (16); wherein output elements (30, 40) of the friction clutches (24, 26) are each connected to one of the two output shafts (32, 42); wherein the friction clutches (24, 26) can each be actuated by means of one of the piston/cylinder assemblies (60, 62); wherein each piston/cylinder assembly (60, 62) has a piston (64, 76), which is supported so as to be axially movable in relation to an associated cylinder (66, 78); wherein each cylinder (66, 78) is supported on a support (68, 80) in a region lying radially outside on the side facing away from the piston (64, 76); and wherein each cylinder (66, 78) is distanced from the support (68, 80) in a region lying radially inside on the side facing away from the piston (64, 76).

IPC Classes  ?

• B60K 6/48 - Parallel type
• B60K 6/547 - Transmission for changing ratio the transmission being a stepped gearing
• B60K 6/40 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
• F16D 25/0638 - Fluid-actuated clutches in which the fluid actuates a piston incorporated in the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
• F16D 25/10 - Clutch systems with a plurality of fluid-actuated clutches

Abstract

Electrical machine (12) for a drive train (10) of a motor vehicle, having a housing section (34), having a stator (36) which is fixed in relation to the housing section (34) and has a stator core (40) to which the stator windings (38) are fixed, having a rotor (42) which is mounted such that it can rotate in relation to the stator (36), and having a stator cooling arrangement (50) for cooling the stator (36), wherein the stator cooling arrangement (50) has at least one cooling channel (52) which extends along a circumferential section of the stator (36) and through which a cooling fluid can be routed in a flow direction (54). In this case, a plurality of turbulence-generating elements (64) are arranged in the cooling channel (52), said turbulence-generating elements being arranged one behind the other in the flow direction (54) and/or offset in a manner in transverse to the flow direction (54) in the cooling channel (52), wherein at least some turbulence-generating elements (64) are formed by turbulence-generating projections (68; 70), of which at least one is integrally formed with the housing section (34) and/or of which at least one is integrally formed with the stator core (40), and wherein at least one of the turbulence-generating projections (68; 70) has a radial length which is equal to at least 70% of the radial depth of the cooling channel (52).

IPC Classes  ?

• H02K 1/20 - Stationary parts of the magnetic circuit with channels or ducts for flow of cooling medium
• H02K 5/20 - Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium
• H02K 9/16 - Arrangements for cooling or ventilating wherein gaseous cooling medium circulates between the machine casing and a surrounding mantle wherein the cooling medium circulates through ducts or tubes within the casing

Abstract

A method for actuating a component of a drive train of a motor vehicle. The component is mechanically prestressed into a safe state. The method has the steps: sensing a fault state; sensing whether the fault state is a first or second type of fault state; immediate interruption of the actuation of the component so that the component is passively transferred into the safe state by the mechanical prestress if the fault state, is of the first type of fault state, or actuation of the component in such a way that the component is actively transferred into the safe state if the fault state is of the second type of fault state.

IPC Classes  ?

• F16D 48/10 - Preventing unintentional or unsafe engagement
• G07C 5/08 - Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle, or waiting time
• F16H 61/688 - Control functions within change-speed- or reversing-gearings for conveying rotary motion specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
• F16D 48/06 - Control by electric or electronic means, e.g. of fluid pressure
• F16H 61/12 - Detecting malfunction or potential malfunction, e.g. fail safe

Abstract

The invention relates to a method for controlling the temperature of a lubricating fluid (66) of a clutch/gear box arrangement (16, 18) of a drive train (12), said clutch/gear box arrangement (16, 18) comprising a housing arrangement (36) in which at least one lubricating fluid (66) is received, a rotational element (100) that can be set to rotate and can be supplied with lubricating fluid (66) from radially inside being arranged in the housing arrangement (36), a temperature control channel (72) through which a temperature control fluid (27) can flow and which extends around a circumferential section (118) of said rotational element (100) being arranged in said housing arrangement (36), with a detector device (134, 136) being comprised that can detect a need for temperature control for the lubricating fluid (66), with the steps of: - detecting a need for temperature control for the lubricating fluid (66); - introducing temperature control fluid (27) into the temperature control channel (72) if not done already; - setting the rotational element (100) to rotate if not done already, and - supplying the rotational element (100) with lubricating fluid (66) such that, by means of the rotation of the rotational element (100), said lubricating fluid (66) is conveyed radially outwards against an inner side of the temperature control channel (72).

IPC Classes  ?

• F16H 57/04 - Features relating to lubrication or cooling
• F16H 3/00 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion

Abstract

The invention relates to a method (68) for controlling a component (22, 24) of a drive train (12) of a motor vehicle (10), wherein the component (22, 24) is mechanically preloaded into a safe state, comprising the following steps: detecting (S12) an error state; detecting (S14) if the error state is a first error state type or a second error state type; immediately interrupting (S16) the control of the component (22, 24), such that the component (22, 24) is passively put into the safe state by the mechanical preload (30, 32) if the error state is of the first error state type, or controlling (S22) the component (22, 24) in such a way that the component (22, 24) is actively put into the safe state if the error state is of the second error state type.

IPC Classes  ?

• F16H 61/12 - Detecting malfunction or potential malfunction, e.g. fail safe

Abstract

An actuator arrangement (30) for a motor vehicle drive train (10) which has at least one friction clutch (20, 24) for transmitting drive torque, in particular in the form of a starting clutch, as well as a gearbox (22, 26) having at least two gears (1, 2,...), which can be engaged and disengaged in a clutch arrangement (23, 25), having: a hydraulic circuit (36) that has a pump (38) driven by means of an electric motor (54); a clutch hydraulic cylinder (48) by means of which the friction clutch (20, 24) can be actuated; and a shift actuator device (55) actuating the clutch arrangement (23, 25). The shift actuator device (55) has a gear-shifting drum (56) which is or can be coupled to the electric motor (54) via a switch roller clutch device (60) in a manner such that the gear-shifting drum (56) can be set in motion by means of the electric motor (54) in order to actuate the clutch arrangement (23, 25).

IPC Classes  ?

• F16H 63/18 - Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism the final actuating mechanism comprising cams
• F16H 63/32 - Gear shifter yokes

Abstract

The invention relates to an actuator assembly (30) for a motor vehicle drive train (10), in particular for a dual clutch assembly (14), comprising a first fluid cylinder (32), which is connected to a fluid supply device (36) by means of a first fluid connection (38), a second fluid cylinder (34), which is connected to the fluid supply device (36) by means of a second fluid connection (40), and a pressure-measuring assembly (42). The pressure-measuring assembly has a single pressure sensor (42), which is connected to the first fluid connection (38) and to the second fluid connection (40) by means of a connecting assembly (44).

IPC Classes  ?

• F16D 48/02 - Control by fluid pressure

Abstract

A clutch arrangement has a rotary element which is mounted on a housing so as to be rotatable about a longitudinal axis and which defines a cavity. A clutch has a first clutch element and a second clutch element which can be coupled thereto, which clutch is arranged in the cavity. The first clutch element or the second clutch element is coupled to the rotary element. A fluidic actuator arrangement has a first and a second actuator element which can move relative to one another in order to activate the clutch. At least the first actuator element can be secured in a rotationally fixed fashion to the housing and extends from outside the rotary element into the cavity.

IPC Classes  ?

• F16H 1/32 - Toothed gearings for conveying rotary motion with gears having orbital motion in which the central axis of the gearing lies inside the periphery of an orbital gear
• F16H 48/22 - Arrangements for suppressing or influencing the differential action, e.g. locking devices using friction clutches or brakes
• F16D 25/08 - Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member
• F16D 21/00 - Systems comprising a plurality of mechanically-actuated clutches
• F16D 25/0638 - Fluid-actuated clutches in which the fluid actuates a piston incorporated in the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
• F16D 25/06 - Fluid-actuated clutches in which the fluid actuates a piston incorporated in the clutch

Abstract

The invention relates to a drive train cooling arrangement (30) for motor vehicles, comprising a first cooling circuit (36) and a second cooling circuit (44, 45) and comprising a pump arrangement (32), by means of which coolant can be fed to the first and the second cooling circuit. The pump arrangement has a bidirectional pump (32) which has a first pump connection (35A) and a second pump connection (35B) and which can be driven by a pump electric motor (34). The first pump connection (35A) is connected to the first cooling circuit (36), and the second pump connection (35B) is connected to the second cooling circuit (44, 45). A coolant volumetric flow rate (74; 86, 88) which is provided for the first and/or the second cooling circuit can be adjusted by changing the rotational speed of the pump electric motor (34).

IPC Classes  ?

• F16H 57/04 - Features relating to lubrication or cooling
• F01P 5/10 - Pumping liquid coolantArrangements of coolant pumps

Abstract

The invention relates to a drive train (10) for a motor vehicle (11), comprising a drive unit, which has a drive motor (12; 70), a stepped transmission (16), which has a transmission input (14) and a first partial transmission (18) and a second partial transmission (20), and a power branching device (31), which distributes driving power to a first and to a second drive shaft (24, R; 26, L) of a driven axle (22). The drive motor (12; 70) is connected directly to the transmission input (14), wherein a first and a second friction clutch (32, 34; 36, 38) are associated with each of the two drive shafts (24, R; 26, L), wherein the first friction clutches (32, 34) connect the respective drive shaft (24, R; 26, L) to the first partial transmission (18) and wherein the second friction clutches (36, 38) connect the respective drive shaft (24, R; 26, L) to the second partial transmission (20), in such a way that the first friction clutches (32, 34) and the second friction clutches (36, 38) form the power branching device (31).

IPC Classes  ?

• B60K 17/02 - Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
• B60K 6/387 - Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means

Abstract

Clutch arrangement for a motor vehicle drive train. The clutch arrangement has a first and a second clutch which are embodied as normally open clutches. The first clutch can be activated from an open position into a closed position by means of a first actuator arrangement. The second clutch can be activated from an open position into a closed position by means of a second actuator arrangement. The clutch arrangement has a locking device for locking a clutch in the closed position. Only the second clutch can be locked in the closed position by means of the locking device, while the first clutch cannot be locked in the closed position. Thus, the first actuator arrangement has to be supplied with energy in order to secure the first clutch in the closed position.

IPC Classes  ?

• F16H 3/08 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously- meshing gears, that can be disengaged from their shafts
• F16D 21/02 - Systems comprising a plurality of mechanically-actuated clutches for interconnecting three or more shafts or other transmission members in different ways
• F16D 23/12 - Mechanical clutch-actuating mechanisms arranged outside the clutch as such

Abstract

A clutch arrangement for connecting two components, which can rotate relative to one another, of a motor vehicle drive train, in particular for connecting two shafts of a transmission or a shaft to an idler gear rotatably mounted on the shaft. The clutch arrangement has a clutch and an actuator arrangement. The clutch is opened in a first actuator position of an actuator section of the actuator arrangement. The clutch arrangement has a locking device for locking the actuator section in a locked position to keep the clutch closed. The locking device has a slotted-link guide with a first guide section and a second guide section for the actuator section, wherein the locked position can be reached from the first actuator position via the first guide section, and wherein the first actuator position can be reached from the locked position via the second guide section.

IPC Classes  ?

• F16D 25/08 - Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member
• F16D 23/14 - Clutch-actuating sleevesActuating members directly connected to clutch-actuating sleeves
• F16D 23/12 - Mechanical clutch-actuating mechanisms arranged outside the clutch as such

Abstract

The invention relates to a clutch assembly (60) for a drive train (10) of a motor vehicle, comprising a first clutch (62), a second clutch (64), and a hydraulic actuator assembly (70), wherein the actuator assembly (70) comprises a first hydraulic cylinder (66) for actuating the first clutch (62) and a second hydraulic cylinder (68) for actuating the second clutch (64), wherein the actuator assembly (70) comprises an actuator pump (72) which is driven by means of an electric motor (90) and which can be operated in two directions of rotation (92), wherein the actuator pump (72) comprises a first connection (74) that is connected to the first hydraulic cylinder (62) and a second connection (76) that is connected to the second hydraulic cylinder (64), and wherein the actuator assembly (70) actuates the first or second clutch (62, 64) depending on the direction of rotation (92) of the actuator pump (72).

IPC Classes  ?

• F16D 48/02 - Control by fluid pressure
• F16D 25/12 - Details not specific to one of the before-mentioned types

Abstract

A drive train (10) for a motor vehicle (11), with a first electric machine (12) for providing driving power, wherein the first electric machine (12) is connected to an electric power accumulator (32); a differential (16) which can distribute driving power to two driven wheels (18L, 18R) or axles of the motor vehicle (11); a first transmission arrangement (14) which connects the first electric machine (12) to the differential (16); an internal combustion engine (20); a second electric machine (24) which is coupled to the internal combustion engine (20) in order to charge the electric power accumulator (32) in a generator mode; and a second transmission arrangement (22) which connects the internal combustion engine (20) to the differential (16); wherein the second transmission arrangement (22) has a first gear stage (G1) and a second gear stage (G2) which are alternatively switchable by means of a clutch arrangement (60) for transmitting driving power from the internal combustion engine (20) to the differential (16).

IPC Classes  ?

• B60K 6/442 - Series-parallel switching type
• B60K 6/48 - Parallel type
• B60K 6/485 - Motor-assist type

Abstract

The invention relates to a pressure source (40) for an electrofluidic actuating or supply device (30; 34) of a motor vehicle drive train (10), comprising a fluid pump (42), an electric motor (46) which drives the fluid pump (42), and a housing (80) which comprises a first housing part (130) and a second housing part (132), the two parts being connected to each other via a joint (134). To this end, the fluid pump (42) is arranged on the first housing part (130) adjacent to the joint (134).

IPC Classes  ?

• F16H 57/04 - Features relating to lubrication or cooling

Abstract

An electric machine arrangement for an electric axle of a motor vehicle has an electric machine. The electric machine is connected via a gearbox to at least one drive shaft which can be connected to a driven wheel of the motor vehicle. Further, the machine arrangement has a machine housing. The electric machine has a stator fixed to the housing and a rotor which is connected to an input element of the gearbox. The rotor is rotatably mounted on the machine housing by a first and a second rotor bearing section. The first rotor bearing section is connected to a machine output shaft which is connected to the input element of the gearbox. The machine output shaft is guided through the second rotor bearing section in a contactless fashion.

IPC Classes  ?

• F16H 48/30 - Arrangements for suppressing or influencing the differential action, e.g. locking devices using externally-actuatable means
• F16H 3/72 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
• B60K 1/00 - Arrangement or mounting of electrical propulsion units
• H02K 5/16 - Means for supporting bearings, e.g. insulating supports or means for fitting bearings in the bearing-shields

Abstract

Clutch arrangement for a drive train (10) of a motor vehicle (11), having a housing (48) and a friction clutch (20) which can be opened or closed by means of an actuating device (30). The actuating device (30) has an actuating member (36) which engages with the friction clutch (20), and an actuator arrangement (38), by means of which the actuating member (36) can be moved. The actuator arrangement (38) has a piston/cylinder arrangement (40) which comprises a piston which is connected to a roller arrangement (46) or a sliding arrangement which is arranged between an element (48), which is fixed to the housing, and an actuator lever (50) which is mounted in such a way that it can be moved by displacing the piston (44), and which is coupled to the actuating member (36).

IPC Classes  ?

• F16D 23/12 - Mechanical clutch-actuating mechanisms arranged outside the clutch as such

Abstract

The invention relates to a method for operating a hybrid drive train (10) for a motor vehicle (11), wherein in a first operating mode (60; 76) power is provided by an internal combustion engine (12) and in a second operating mode (56; 74) power is provided by an electric machine (40), wherein a change from one operating mode to the other operating mode is performed depending on the state of the drive train (10) and/or of the motor vehicle (11). The change of the operating mode is controlled according to at least one switching variable (sLj), which is a function of a requested target power value (PFW).

IPC Classes  ?

• B60W 20/00 - Control systems specially adapted for hybrid vehicles
• B60W 10/06 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
• B60W 10/08 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
• B60K 6/48 - Parallel type
• B60W 30/192 - Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine

Abstract

The invention relates to a method for operating a drive apparatus (1) of a vehicle (2), which drive device comprises at least one internal combustion engine (3) and at least one electric machine (4) for generating a common torque, wherein the electric machine (4) can be uncoupled and coupled as desired, comprising the following steps: - determining a first power (E1) which is expected to be required in order to drag the electric machine (4) by means of the internal combustion engine (3), - determining a second power (E2) which is expected to be required to uncouple and subsequently couple the electric machine (4), - comparing the first power (E­1­) with the second power (E2), wherein the electric machine (4) is uncoupled only when the second power (E2) is less than the first power (E1). Furthermore, the invention relates to a device for operating a drive apparatus of a vehicle. In addition, the invention relates to a computer program product.

IPC Classes  ?

• B60W 20/00 - Control systems specially adapted for hybrid vehicles
• B60W 10/08 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
• B60W 10/02 - Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
• B60W 30/18 - Propelling the vehicle
• B60K 6/48 - Parallel type
• B60K 6/52 - Driving a plurality of drive axles, e.g. four-wheel drive

Abstract

A drive unit comprises a clutch arrangement and a transmission which is connected to the clutch arrangement by way of a shaft arrangement. A fluid supply device is arranged radially inside the clutch arrangement and around the shaft arrangement, in order to supply the clutch arrangement with fluid. The shaft arrangement extends into the transmission. The transmission comprises a plurality of transmission components along the shaft arrangement. The components are supplied with fluid for at least one of lubrication and cooling purposes. A radial inlet duct leads from the fluid supply device into the interior of the shaft arrangement. An axial duct extends inside the shaft arrangement. At least one radial outlet duct inside the transmission leads from the axial duct to the transmission components, in order to supply these with fluid.

IPC Classes  ?

• F16N 9/02 - Arrangements for supplying oil or unspecified lubricant from a moving reservoir or the equivalent with reservoir on or in a rotary member

Abstract

A shift arrangement for a motor vehicle transmission has a multiplicity of gear stages. The shift arrangement has a shift shaft which is aligned in an axial direction and has a multiplicity of shift members which are designed to engage on shift sleeves which can be displaced axially in order to shift the gear stages. The shift shaft is mounted so as to be rotatable in order to select in each case one of the shift sleeves and so as to be axially displaceable in order to shift the gear stages. The shift members have in each case one driver device for coupling to the shift shaft. The shift shaft has a coupling arrangement which is designed to engage, depending on the rotational position of the shift shaft, in each case with a driver device of one of the shift members in order to couple that shift member axially to the shift shaft. The driver devices have in each case a multiplicity of at least three lugs which are aligned in the axial direction and which make it possible for the associated shift member and the shift shaft to be coupled to one another in a multiplicity of axial relative positions.

IPC Classes  ?

• F16H 59/02 - Selector apparatus

Abstract

A drive train for a motor vehicle, which has a first and a second axle. The drive train has a first drive unit for permanently driving the first axle and an electric drive unit, which is arranged in the region of the second axle and has an electric motor. A shift clutch package contains a first shift clutch for setting up a first transmission ratio and a second shift clutch for setting up a second transmission ratio between the electric motor and an output of the electric drive unit. The electric drive unit is arranged parallel to an input shaft of a transverse differential of the second axle.

IPC Classes  ?

• F16H 3/72 - Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
• F16H 37/06 - Combinations of mechanical gearings, not provided for in groups comprising essentially only toothed or friction gearings with a plurality of driving or driven shaftsCombinations of mechanical gearings, not provided for in groups comprising essentially only toothed or friction gearings with arrangements for dividing torque between two or more intermediate shafts
• B60K 6/445 - Differential gearing distribution type
• B60K 1/00 - Arrangement or mounting of electrical propulsion units

Abstract

The invention relates to an electric machine arrangement (32) for an electric axle (16) of a motor vehicle (10), having an electric machine (40) connected to at least one drive shaft by means of a transmission (56), said shaft being able to be connected to a driven wheel (18) of the motor vehicle (10), and having a machine housing (44), wherein the electric machine (40) comprises a stator (42) fixed to the housing and a rotor (46) connected to an input member (74) of the transmission. The rotor (46) is rotatably mounted on the machine housing (44) by means of first and second rotor bearing sections (48, 50), wherein the first rotor bearing section (48) is connected to a machine output shaft (52) connected to the input member (74) of the transmission (56), and wherein the machine output shaft (52) is fed through the second rotor bearing section (50) without contacting same.

IPC Classes  ?

• B60K 7/00 - Disposition of motor in, or adjacent to, traction wheel
• B60K 6/405 - Housings
• B60K 1/02 - Arrangement or mounting of electrical propulsion units comprising more than one electric motor
• B60K 6/365 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion

Abstract

The present invention relates to a hybrid drive train for a motor vehicle, comprising a clutch arrangement having a first rotatable clutch part and a second rotatable clutch part, which clutch parts can be separated from one another and which can be connected to one another, and comprising an electrical machine which is arranged concentrically with respect to the first clutch part and has a rotor, wherein the rotor is connected with the first clutch part and comprises a plurality of magnetic flux influencing portions, the magnetic flux influencing portions being arranged distributed over the circumference of the rotor with a predetermined rotor pitch. Here, the first clutch part comprises a shaft toothing that is adapted to the rotor pitch.

IPC Classes  ?

• H02K 7/10 - Structural association with clutches, brakes, gears, pulleys or mechanical starters

Abstract

The invention relates to a dual clutch assembly for a transmission, comprising a first input shaft and a second input shaft. The dual clutch assembly is provided with: - a clutch housing that can be connected in a rotationally fixed manner to a drive, - a first friction clutch, which transmits torque between the clutch housing and the first input shaft when acted on by a pressure force; - a second friction clutch, which transmits torque between the clutch housing and the second input shaft when acted on by a pressure force, wherein the first friction clutch and the second friction clutch are arranged in the radial direction in a nested manner; - a first actuating unit, comprising a piston that can be axially displaced and rotates with the clutch housing, which piston exerts a pressure force on the first friction clutch when the first actuating unit is actuated; - a second actuating unit, comprising a piston that can be axially displaced and rotates with the clutch housing, which piston exerts a pressure force on the second friction clutch when the second actuating unit is actuated. The dual clutch assembly is characterized in that the pressure force of the piston of the first actuating unit and the pressure force of the piston of the second actuating unit act in axially opposing directions.

IPC Classes  ?

• F16D 13/38 - Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
• F16D 21/06 - Systems comprising a plurality of mechanically-actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
• F16D 25/0638 - Fluid-actuated clutches in which the fluid actuates a piston incorporated in the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
• F16D 25/10 - Clutch systems with a plurality of fluid-actuated clutches

Abstract

The invention relates to a component pairing (10) composed of a first component (12) with a first component toothing arrangement (16) and a second component (14) with a second component toothing arrangement (18), which is in engagement with the first component toothing arrangement (16) in order to be able to transmit a driving force in a driving direction (20) via the component toothing arrangements (16, 18), wherein in addition a first anti-rattle toothing arrangement (32) is assigned to the first component (12), wherein an anti-rattle component (30) is attached to the second component (14) and has a second anti-rattle toothing arrangement (33) which is in engagement with the first anti-rattle toothing arrangement (32). In this context, the anti-rattle component (30) is embodied so as to be movable in the radial direction (115), wherein a radial stop (50) bounds a relative movement of the anti-rattle component (30) in the radial direction with respect to the second component (14).

IPC Classes  ?

• F16H 55/18 - Special devices for taking-up backlash

Abstract

o) of the engine, is exchanged between the control modules (34, 42) over the bus connection (44).

IPC Classes  ?

• G06F 17/00 - Digital computing or data processing equipment or methods, specially adapted for specific functions
• G06F 19/00 - Digital computing or data processing equipment or methods, specially adapted for specific applications (specially adapted for specific functions G06F 17/00;data processing systems or methods specially adapted for administrative, commercial, financial, managerial, supervisory or forecasting purposes G06Q;healthcare informatics G16H)
• B60W 10/10 - Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
• B60W 10/02 - Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches

Abstract

A shaft arrangement for a transmission comprises a shaft having an axial bore into which oil can be introduced via an oil supply system, at least one loose wheel which is rotatably supported on the shaft via a bearing, and a shift clutch arrangement which is arranged for connecting the loose wheel with the shaft in a rotationally fixed manner. The shift clutch arrangement comprises a guide sleeve which is connected with the shaft via a tooth engagement in a rotationally fixed manner. The axial bore is connected via at least one transversal bore with the outer circumference of the shaft, so as to supply oil to the bearing and to the shift clutch arrangement. The transversal bore is arranged in an area of the tooth engagement between the guide sleeve and the shaft. A channel is provided in at least one of an area of a toothing of the guide sleeve and an area of the toothing of the shaft, which, together with the guide sleeve toothing, forms the tooth engagement. The channel connects the transversal bore with an area between the guide sleeve and the bearing.

IPC Classes  ?

• F16C 1/24 - LubricationLubricating equipment

Abstract

An electrical axle assembly for a motor vehicle comprises a first electric machine, which is rotationally fixed to a first input shaft, and a second electric machine, which is rotationally fixed to a second input shaft. The first input shaft and the second input shaft are arranged coaxially along an input axle. The axle assembly further comprises a first output shaft, which can be connected to a first driving wheel, and a second output shaft, which can be connected to a second driving wheel. The first output shaft and the second output shaft are arranged coaxially along an output axle. Further, they are connected to the associated input shaft via at least one transmission stage, in such a way that the driving wheels can be driven independently of one another by the electric machines. At least one of the shafts here has a bearing journal, which is radially supported in an axial bore of a shaft coaxial therewith.

IPC Classes  ?

• B60K 1/02 - Arrangement or mounting of electrical propulsion units comprising more than one electric motor

Abstract

IS) of the drive input shaft (18) during the predetermined time period; and determining whether the change which is determined in this way lies within predefined tolerances of an expected rotational speed change (FIG. 8).

IPC Classes  ?

• B60W 10/00 - Conjoint control of vehicle sub-units of different type or different function

Abstract

A method for opening a closed clutch arrangement of a drivetrain for a motor vehicle. The clutch arrangement is activated in such a way that the torque which it can transmit is reduced up to an opening point at which torque can no longer be transmitted via the clutch arrangement. The clutch arrangement is placed into an intermediate slip state before the opening point is reached.

IPC Classes  ?

• G06F 7/00 - Methods or arrangements for processing data by operating upon the order or content of the data handled
• F16H 61/688 - Control functions within change-speed- or reversing-gearings for conveying rotary motion specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches

Abstract

The invention relates to a circuit arrangement (20) for a motor vehicle transmission (10) comprising a plurality of gear stages (1-7, R), having a gearshift shaft (36) oriented in an axial direction (32) and a plurality of shifting components (22) designed for engaging with shift collars (18) that can be axially displaced for shifting the gear stages (1-7, R), wherein the gearshift shaft (36) is rotatably supported for selecting one each of the shift collars (18) and axially displaceably supported for shifting the gear stages (1-7, R), wherein the shifting components (22) each comprise a driving device (34) for coupling to the gearshift shaft (36), wherein the gearshift shaft (36) comprises a coupling arrangement (38) designed for engaging with a driving device (34) of one of the shifting components (22), depending on the rotary position of the gearshift shaft (36), in order to axially couple said shifting component (22) to the gearshift shaft (36). The drive devices (34) each comprise a plurality of at least three dogs (68) oriented in the axial direction and allowing the associated shifting component (22) and the gearshift shaft (36) to be coupled to each other in a plurality of axially relative positions.

IPC Classes  ?

• F16H 63/20 - Multiple final output mechanisms being moved by a single common final actuating mechanism with preselection and subsequent movement of each final output mechanism by movement of the final actuating mechanism in two different ways, e.g. guided by a shift gate

Abstract

The invention relates to a drive train (20) for a motor vehicle (10) comprising a first and a second axle (12, 14), said drive train having a first drive unit (22) for permanently driving the first axle (12) and an electric drive unit (30) arranged in the region of the second axle (14) and comprising an electric motor (32) and a clutch group (36) containing a first clutch (64) for setting up a first transmission and a second clutch (70) for setting up a second transmission between the electric motor and an output (38) of the electric drive unit (30). The electric drive unit (30) is arranged parallel to an input shaft (52) of a transverse differential (50) of the second axle (14).

IPC Classes  ?

• B60K 17/354 - Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having separate mechanical assemblies for transmitting drive to the front or to the rear wheels or set of wheels
• B60K 17/356 - Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
• B60K 6/52 - Driving a plurality of drive axles, e.g. four-wheel drive

Abstract

An electric axle drive unit for an axle of a vehicle has an electric machine. The drive output of electric machine can be connected to the input of a transmission device. The electric drive unit has a differential gear, the input member of which is connected to an output of the transmission device. The output members of the differential gear can be connected respectively to a left-hand and a right-hand driveshaft of the axle. At least one transmission stage of the transmission device and the differential gear are arranged on opposite sides of the electric machine in the axial direction. The differential gear is connected to the transmission stage by means of a hollow shaft.

IPC Classes  ?

• B60K 1/00 - Arrangement or mounting of electrical propulsion units
• F16H 37/00 - Combinations of mechanical gearings, not provided for in groups

Abstract

A method for activating a clutch of a vehicle drive train. A controller of an electronic control unit generates an electrical desired-value signal corresponding to a desired pressure with which the clutch is to be acted upon. The control unit receives from a sensor an electrical actual-value signal which is to correspond to an actual pressure with which the clutch is acted upon. The sensor measures the pressure at a measurement location which is connected via a transfer link to an action location at which the clutch is acted upon with a clutch pressure. The actual-value signal passes through a transfer element having a delay property before it is delivered to the controller.

IPC Classes  ?

• B60W 10/04 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
• B60W 10/02 - Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
• G06F 7/00 - Methods or arrangements for processing data by operating upon the order or content of the data handled
• F16D 25/06 - Fluid-actuated clutches in which the fluid actuates a piston incorporated in the clutch
• F16D 25/00 - Fluid-actuated clutches
• F16D 25/12 - Details not specific to one of the before-mentioned types

Abstract

A parking lock arrangement for a motor vehicle gearbox. A parking lock cog can be fixed to a shaft of the motor vehicle gearbox rotatable about a first axis. A parking lock pawl is supported so that it can pivot about a second axis. An actuating mechanism can pivot the parking lock pawl into a locking position, in which the parking lock pawl meshes with the parking lock cog. A release mechanism can pivot the parking lock pawl out of the locking position into a release position, in which the parking lock pawl is decoupled from the parking lock cog. The actuating mechanism has a cam, which is supported so that it can pivot about a third axis and which in a first cam position holds the parking lock pawl in the locking position.

IPC Classes  ?

• F16H 57/10 - Braking arrangements
• B60W 10/18 - Conjoint control of vehicle sub-units of different type or different function including control of braking systems
• B60T 1/00 - Arrangements of braking elements, i.e. of those parts where braking effect occurs

Abstract

A dual clutch arrangement for a dual clutch transmission for motor vehicles has a first and a second friction clutch. The friction clutches have a common input member and in each case one output member. The output member of the first friction clutch is connected to a first shaft. The output member of the second friction clutch is connected to a second shaft which is formed as a hollow shaft concentrically around the first shaft. The first and the second friction clutches are nested radially one inside the other. The input member is mounted radially on the second shaft.

IPC Classes  ?

• F16D 21/06 - Systems comprising a plurality of mechanically-actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric

Abstract

Method (42) for preventing erroneous shifting in automatic transmissions (14) in motorized vehicles, comprising the following steps: determining an instantaneous output torque (Mist) for a source gear (GQUELL); generating an output torque history in which the instantaneous output torque is stored in the source gear (GQUELL) for a time interval of pre-determined duration; determining an amount of a minimum output torque (Mmin) and an amount of a maximum output torque (Mmax) from the output torque history (60), comparing the two amounts and determining the larger amount value; determining (S3) an amount of a target torque (MZIEL) for a target gear (GZIEL) if a target gear change command is present; comparing (S4) the amount of the target torque (MZIEL) with the larger amount value; and switching (S5) the gear (14) from the source gear (GQUELL) to the target gear (GZIEL) when the amount of the target torque (MZIEL) is smaller than or the same as the larger amount value.

IPC Classes  ?

• F16H 61/16 - Inhibiting shift during unfavourable conditions
• B60K 28/16 - Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle responsive to, or preventing, spinning or skidding of wheels

Abstract

The invention relates to a structure of mated parts (10) comprising a first part (12) having first teeth (16) and a second part (14) having second teeth (18) that engage with the first teeth (16) to transmit a drive force in a drive direction (20) via the teeth (16, 18), the first part (12) being provided with first anti-rattle teeth (32), and an anti-rattle part (30) being fastened to the second part (14) and having second anti-rattle teeth (33) that engage with the first anti-rattle teeth (32). The structure according to the invention is characterized in that the anti-rattle part (30) is designed to be elastically deformable in the radial direction (115) and is elastically received.

IPC Classes  ?

• F16H 55/14 - Construction providing resilience or vibration-damping
• F16H 55/18 - Special devices for taking-up backlash
• F16H 57/00 - General details of gearing

Abstract

The invention relates to a structure of mated parts (10) comprising a first part (12) having first teeth (16) and a second part (14) having second teeth (18) that engage with the first teeth (16) to transmit a drive force in a drive direction (20) via the teeth (16, 18), the first part (12) being provided with first anti-rattle teeth (32), and an anti-rattle part (30) being fastened to the second part (14) and having second anti-rattle teeth (33) that engage with the first anti-rattle teeth (32). The structure according to the invention is characterized in that the anti-rattle part (30) is received in such a manner that it can be off-set relative to the second part (14) in the direction of drive (20), the second part (14) and the anti-rattle part (30) being associated with respective friction sections (44, 46) that frictionally engage (38) with each other.

IPC Classes  ?

• F16H 55/14 - Construction providing resilience or vibration-damping
• F16H 55/18 - Special devices for taking-up backlash
• F16H 57/00 - General details of gearing

Abstract

An actuator arrangement for a motor vehicle drive train has a control device, an electric actuator and a drive circuit for the actuator. The drive circuit receives at least one nominal signal relating to an actuator from the control device and converts it into a drive signal for the actuator. The control device is checked for faults by means of a monitoring device. The drive circuit and/or a power stage which is arranged between the drive circuit and the motor receives a reset signal when such a fault occurs. Further, the control device is configured to check the function of the drive circuit and to generate a reset signal for the drive circuit and/or for the power stage if a malfunction occurs.

IPC Classes  ?

• G01M 17/00 - Testing of vehicles
• B60T 7/12 - Brake-action initiating means for automatic initiationBrake-action initiating means for initiation not subject to will of driver or passenger
• F16D 19/00 - Clutches with mechanically-actuated clutching members not otherwise provided for
• F16D 13/68 - Attachments of plates or lamellae to their supports
• B60W 10/00 - Conjoint control of vehicle sub-units of different type or different function

Abstract

An electrical synchronous machine, in particular for use as a drive machine in motor vehicle applications. A stator has an electrical winding arrangement for generating a rotating field. A rotor has magnetic flux generating means for generating a rotor flux with which the rotating field interacts. The rotor has a first rotor section with first magnetic flux generating means and a second rotor section with magnetic flux influencing means. It is possible to move the two rotor sections relative to one another between at least a first and a second relative position in such a way that the rotor flux provided by the rotor has a different magnitude in the two relative positions.

IPC Classes  ?

• H02K 16/00 - Machines with more than one rotor or stator
• H02K 16/02 - Machines with one stator and two rotors
• H02K 33/00 - Motors with reciprocating, oscillating or vibrating magnet, armature or coil system
• H02K 35/00 - Generators with reciprocating, oscillating or vibrating coil system, magnet, armature or other part of the magnetic circuit

Abstract

The invention relates to a drive train (12) for a motor vehicle (10), comprising at least one friction coupling (22, 24) and a stepped transmission (26, 28), that is connected to an output member of the friction clutch (22, 24). Said friction clutch (22, 24) is open in the base state and can be offset by means of an associated actuator (38, 40) in a slip or closed state. An electronic control unit (32) is connected to an associated power level (34, 36) that changes the control signals of the control unit (32) into power signals in order to operate the actuator (38, 40). An electronic safety circuit (50) is separate from the control unit (32), that is designed in order to allow the actuator (38, 40) to be supplied with power signals in the event of the control unit (32) being reset.

IPC Classes  ?

• F16H 61/12 - Detecting malfunction or potential malfunction, e.g. fail safe

Abstract

The invention relates to a method for setting the point, at which a friction clutch (16, 18) engages a variable speed transmission (10) for a motor vehicle, particularly a friction clutch (16, 18) of a dual clutch transmission (10), wherein the friction clutch (16, 18) can be actuated by means of a clutch actuator (K) and at least one synchronous clutch (SK) for engaging and disengaging a gear step of the spur gear transmission (10) can be actuated by means of a switching actuator (S), both preferably in a controlled manner, wherein the nominal value of the clutch actuator (K) for the engagement point of the friction clutch (16, 18) is set as a function of an rpm gradient value, which results starting from a transition state with an actuated friction clutch (16, 18) and an actuated clutch (SK), after the clutch (SK) is opened, wherein the transition state is produced in that the clutch actuator (K) and the switching actuator (S) are set essentially simultaneously to a respective transition value (KÜ, SÜ).

IPC Classes  ?

• F16D 48/06 - Control by electric or electronic means, e.g. of fluid pressure

Abstract

A method is proposed for adjusting the engagement point of a friction clutch (16, 18) of a multi-step transmission (10) for a motor vehicle, in particular of a friction clutch (16, 18) of a dual-clutch transmission (10), wherein the friction clutch (16, 18) can be actuated in a controlled, preferably regulated fashion by means of a clutch actuator (K) and at least one synchronizing shift clutch (SK) for engaging and disengaging a gear stage of the spur gear transmission (10) can be actuated in a controlled, preferably regulated fashion by means of a shift actuator (S), wherein a setpoint value of the clutch actuator (K) for the engagement point of the friction clutch (16, 18) is adjusted as a function of a rotational speed gradient value, which is generated proceeding from a transition state with the friction clutch (16, 18) actuated and with the shift clutch (SK) actuated, after the shift clutch (SK) is opened, wherein the transition state is produced in that the clutch actuator (K) and the shift actuator (S) are adjusted to a respective transition value (Ko, So) substantially at the same time or in parallel at least in sections.

IPC Classes  ?

• F16D 48/06 - Control by electric or electronic means, e.g. of fluid pressure

Abstract

an actuator arrangement (40) for axially sliding the sliding sleeve (22). In this context, the actuator arrangement (40) has an electromagnet arrangement (46) which can be actuated in order to slide the sliding sleeve (22) axially (FIG. 1).

IPC Classes  ?

• F16D 27/01 - Magnetically-actuated clutchesControl or electric circuits therefor with permanent magnets
• F16D 27/118 - Magnetically-actuated clutchesControl or electric circuits therefor with an electromagnet not rotating with a clutching member, i.e. without collecting rings with interengaging jaws or gear teeth

Abstract

The invention relates to a method (50) for detecting a fault state in an automatic motor vehicle transmission (22) having two parallel branches which have in each case one clutch and which are designed to transmit drive torques (TM) from a drive unit (20) to at least one driven wheel (16) of the motor vehicle (10), having the steps: measuring whether both clutches (30, 32) are at least partially closed; measuring the rotational speed (ΠA) of the at least one driven wheel (16) and measuring the rotational speed (ΠNA) of a non-driven wheel (12); determining a fault state if both clutches (30, 32) are at least partially closed and a difference (ΠNA - ΠA) in the rotational speeds of the wheels is greater than a predetermined reference value (RW).

IPC Classes  ?

• F16H 61/12 - Detecting malfunction or potential malfunction, e.g. fail safe
• F16H 61/16 - Inhibiting shift during unfavourable conditions
• F16H 61/688 - Control functions within change-speed- or reversing-gearings for conveying rotary motion specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches

Abstract

An actuator arrangement for the axial displacement of an actuation member by means of a drive force which is generated by an electric machine, in particular for a shift-clutch arrangement of a multi-step gear change transmission. The actuation member is mounted axially displaceably on a rotary shaft. The electric machine has a stator fixed to a housing and a rotor which is coupled to the actuation member and is arranged coaxially with respect to the actuation member. The rotor is coupled to the actuation member with a form fit in the axial direction. Here, the rotor or the actuation member has a radial projection which engages into a radial groove of the other part.

IPC Classes  ?

• H02K 7/06 - Means for converting reciprocating motion into rotary motion or vice versa
• F16D 11/14 - Clutches in which the members have interengaging parts with clutching members movable only axially
• F16D 28/00 - Electrically-actuated clutches

Abstract

The invention relates to a method for controlling a dual clutch transmission in which two partial drive trains can each be coupled to an internal combustion engine by means of a clutch and transmit a moment to an output member. In said method, the moment of at least one clutch is reduced when a moment is transmitted by means of both clutches and in accordance with an occurring brake slip.

IPC Classes  ?

• B60K 28/16 - Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle responsive to, or preventing, spinning or skidding of wheels
• F16H 61/688 - Control functions within change-speed- or reversing-gearings for conveying rotary motion specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
• F16D 48/06 - Control by electric or electronic means, e.g. of fluid pressure

Abstract

Method for shifting, in particular engaging and/or disengaging, gearspeeds of an automated step-by-step variable-speed transmission of a motor vehicle, wherein the transmission has a drive shaft (18) which can be connected to an engine output shaft (16) via a friction clutch (12) which acts as a clutch (12), and an output shaft (20) which is coupled to a drive gear or drive gears of the motor vehicle, wherein a shifting process takes place in particular only as a function of rotational speeds (n) of the shafts, wherein each gearspeed is assigned a synchronizing device (36) which acts as a shifting clutch, in order to connect the drive shaft (18) to the output shaft (20), having the following steps: positioning of the clutch (12) in a drag position such that a low, preferably predefined, drag torque is transmitted from the engine output shaft (16) to the drive shaft (18), which drive torque is sufficient to adjust a rotational speed (ΠAN) of the drive shaft (18) with the shifting clutch (36) opened to a rotational speed (ΠM) of the engine output shaft (16); setting of the rotational speed of the engine output shaft (16) to a predetermined value (LL) which differs sufficiently both from a rotational speed of a source gearspeed as well as from a rotational speed of a target gearspeed; positioning of the shifting clutch (36) of the source gearspeed in the direction of an opened position in order to separate the drive shaft (18) and output shaft (20) from one another; sensing of the rotational speed (ΠAN) of the drive shaft for a predetermined time period which at least follows a time (t1) when the shifting clutch (36) of the source gearspeed is in the opened position; determination of a change in the rotational speed (ΠAN) of the drive shaft (18) during the predetermined time period; and determination whether the change which is determined in this way is within predetermined tolerances of an anticipated change in rotational speed.

IPC Classes  ?

• B60W 10/10 - Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
• B60W 30/18 - Propelling the vehicle
• F16H 61/12 - Detecting malfunction or potential malfunction, e.g. fail safe

Abstract

The invention relates to a method for controlling a shifting-up process (e.g. 4-6) in a double-clutch transmission (10) which has a double-clutch transmission input shaft (12) which is connected to a drive engine (14), two friction clutches (16, 18) and two component transmissions (20, 22), having the steps: - sensing of a shifting request from a low source gearspeed (4) into a higher target gearspeed (6), wherein the source gearspeed and the target gearspeed are assigned to one (22) of the two component transmissions (20, 22) of the double-clutch transmission (10), - opening of the friction clutch (18) which is assigned to the one component transmission (22), and closing of the friction clutch (16) which is assigned to the other component transmission (20), in order to transmit, without a dip in the tractive force, driving power via an intermediate gearspeed (5) of the other component transmission (20), wherein, as a result, the rotational speed of the double-clutch transmission input shaft (12) is lowered, - disengagement of the source gearspeed (4) and intermediate pressing on the friction clutch (18), assigned to the one component transmission (22), before the target gearspeed (6) is engaged, wherein the rotational speed of the one component transmission (22) is reduced by the pressing operation by virtue of the fact that the double-clutch transmission input shaft (12) which rotates at a reduced rotational speed transmits a drag torque (58) to the one component transmission (22), with the result that it is possible to start synchronization of the target gearspeed (6) at a reduced differential rotational speed (w), and - opening of the friction clutch (16) which is assigned to the other component transmission (20), and closing of the friction clutch (18) which is assigned to the one component transmission (22), in order to transfer driving power to the target gearspeed (6) without a dip in tractive force.

IPC Classes  ?

• F16H 61/04 - Smoothing ratio shift
• F16H 61/688 - Control functions within change-speed- or reversing-gearings for conveying rotary motion specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches

Abstract

Disclosed is a mechanical component assembly (10, 12, 14) comprising a driving component (12) that has first teeth (16) and a driven component (14) which has second teeth (18). The first and second teeth (16, 18) mesh with each other. The driving component (12) drives the driven component (14) in at least one predefined driving direction (42). Means (30) are provided for reducing noise generated by the backlash (60) between the two sets of teeth (16, 18) in the driving direction (42). Said noise reducing means (30) encompass first force transmitting means (32) that are mounted on one (12) of the two components (12, 14) as well as second force transmitting means (34) which are mounted on the other component (14). The first and the second force transmitting means (32, 34) engage with one another outside the teeth (16, 18) in such a way that an elastic cushioning force which acts against the predefined driving direction (42) can be transmitted between the first and second force transmitting means (32, 34).

IPC Classes  ?

• F16H 55/18 - Special devices for taking-up backlash
• F16H 57/00 - General details of gearing

Abstract

The invention relates to an actuator arrangement (24) for a disengaging clutch (14) of a drive train (10) for motor vehicles, the clutch being pretensioned in an open position and electromechanically actuated. The arrangement comprises an electric motor (26), which can be coupled with the disengaging clutch (14) in order to actuate said disengaging clutch, and further comprises a control unit (34) for actuating the electric motor (26). The actuator arrangement comprises a safety device (50), which is connected to the electric motor (26) in parallel with the control unit (34) and is designed such that, in case of an error state, it can supply the electric motor (26) with electric energy, independently from the control unit (34), in order to open the disengaging clutch (14).

IPC Classes  ?

• F16D 48/06 - Control by electric or electronic means, e.g. of fluid pressure

Abstract

An electrical synchronous machine (10) is proposed, in particular for use as a drive device in technical motor vehicle applications, with a stator (12) that has an electrical winding arrangement (14) to generate a rotating field (38), and with a rotor (16) that has magnetic flux generators (22, 26) to generate a rotor flux (36) with which the rotating field (38) interacts. The rotor (16) has a first rotor segment (24) with first magnetic flux generators (22) and a second rotor segment (18) with magnetic flux controllers (26), wherein the two rotor segments (24, 18) can be moved relative to one another between at least a first and a second relative position (91, 92) in such a way that the rotor flux (36) provided by the rotor (16) is of different magnitudes in the two relative positions (91, 92).

IPC Classes  ?

• H02K 1/27 - Rotor cores with permanent magnets

Abstract

Dual clutch arrangement for a dual clutch transmission. The dual clutch arrangement has a housing, an input shaft, a first friction clutch, a second friction clutch, two output shafts, a hub which is fixed to the housing, a first piston/cylinder arrangement which is fixed to the housing, and a second piston/cylinder arrangement which is fixed to the housing. Input members of the friction clutches are connected to the input shaft. Output members of the friction clutches in each case are connected to one of the two output shafts. It is possible for the friction clutches to be actuated in each case by means of one of the piston/cylinder arrangements, which are fixed to the housing. At least one of the input members is rotatably mounted by means of a radial bearing arrangement on the hub which is fixed to the housing.

IPC Classes  ?

• F16D 25/10 - Clutch systems with a plurality of fluid-actuated clutches
• F16D 25/08 - Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member

Abstract

Proposed is an actuator arrangement (50) for the axial movement of an actuating element (22') by means of a drive force (27) which is generated by an electric machine (33), in particular for a shift clutch arrangement (12) of a step-by-step change gear transmission (13), wherein the actuating element (22') is axially moveably mounted on a rotary shaft (14), wherein the electric machine (33') has a stator (32), which is fixed to a housing, and a rotor (36') which is coupled to the actuating element (22') and is arranged coaxially with respect to the actuating element (22'), and wherein the rotor (36') is coupled to the actuating element (22') in a form-fitting manner in the axial direction. Here, the rotor (36') or the actuating element (22') has a radial projection (52) which engages into a radial groove (54) of the other part (22' or 36').

IPC Classes  ?

• F16H 61/28 - Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
• F16H 63/30 - Constructional features of the final output mechanisms
• H02K 7/06 - Means for converting reciprocating motion into rotary motion or vice versa

Abstract

HB) of the vertical crowning forming a guide curve (L) along the circumference of the groove follower, characterized in that the position of the vertices of the vertical crowning is selected such that the guide curve (L) corresponds essentially to the active diameter of the shift drum (44).(FIG. 5)

IPC Classes  ?

• F16H 63/18 - Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism the final actuating mechanism comprising cams

Abstract

The invention relates to an automated preselector gearbox (10), in particular, an automated manual gearbox or double-clutch gearbox, comprising a housing (12), with at least two shafts (14, 16), aligned in the longitudinal direction with a number of shift engagements (110) for the provision of corresponding speeds, whereby the shift engagements (110) are operated in the longitudinal direction by means of a mechanical selector mechanism (20) and an actuator arrangement (40) for the automated operation of the selector arrangement (20). The actuator arrangement (40) comprises at least one hydraulic selector cylinder (56, 82), operating in the longitudinal direction, a hydraulic selector (57) with electrically operated hydraulic valves (60) and an electrical controller (62) designed to control the valves (60). The selector cylinder(s) (56), the hydraulic valves (60) and the controller (62) form a pre-assembled mechatronic module (40), mounted parallel to the shafts (14, 16) on the housing (12) such that the selector cylinder(s) (56) are coupled to the selector arrangement (20).

IPC Classes  ?

• F16H 61/00 - Control functions within change-speed- or reversing-gearings for conveying rotary motion
• F16H 61/28 - Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted

Abstract

The invention relates to a drive unit (10) comprising a clutch arrangement (12) and a gearbox (14) which is connected to the clutch arrangement (12) by means of a shaft arrangement (24). A fluid supply device (40) is radially arranged inside the clutch arrangement (12) and around the shaft arrangement (24), in order to supply the clutch arrangement (12) with fluid. The shaft arrangement (24) extends into the gearbox (14), and the gearbox (14) comprises a plurality of gearbox components (30, 32) along the shaft arrangement, said components being supplied with fluid for lubrication and/or cooling purposes. A radial inlet channel (50) leads from the fluid supply device (40) inside the shaft arrangement (24). An axial channel (52) extends inside the shaft arrangement (24), and at least one radial outlet channel (54, 56) leads, inside the gearbox (14), from the axial channel (52) to the gearbox components (30, 32), in order to supply the components with fluid.

IPC Classes  ?

• F16D 25/12 - Details not specific to one of the before-mentioned types

Goods & Services

[ ELECTRONIC CONTROL SYSTEMS FOR MACHINES, namely, CONTROLS FOR TRANSMISSIONS FOR MOTOR VEHICLES AND FOR DRIVE TRAINS AND CLUTCH/TRANSMISSION ASSEMBLIES FOR MOTOR VEHICLES, IN PARTICULAR HYDRAULIC CONTROLS, ELECTROMOTIVE CONTROLS, PNEUMATIC CONTROLS, ELECTRONIC CONTROL DEVICES AND STRUCTURAL PARTS THEREFOR; ELECTROMECHANICAL AND ELECTROMAGNETIC SHIFT ACTUATORS; CIRCUIT BOARDS FOR WEAK-CURRENT ENGINEERING AND FOR POWER ELECTRONICS; MOUNTING BRACKETS FOR CIRCUIT BOARDS AND POWER ELECTRONICS; SENSORS FOR MEASURING REVOLUTION, PRESSURE AND DISPLACEMENT IN TRANSMISSIONS; SOFTWARE FOR CONTROLLING AND ADJUSTING OF DRIVE TRAINS, CLUTCHES AND HYBRID POWER TRAINS; ELECTRONIC CONTROL SYSTEMS FOR MACHINES, namely, FOR ELECTRIC MACHINES AND FOR SHIFTING AUTOMATIC AND AUTOMATED TRANSMISSIONS AND DRIVE TRAINS THEREOF ] TRANSMISSIONS FOR MOTOR VEHICLES, IN PARTICULAR MANUAL TRANSMISSIONS, AUTOMATIC TRANSMISSIONS, AUTOMATED MANUAL TRANSMISSIONS, TWIN-CLUTCH TRANSMISSIONS, HYBRID TRANSMISSIONS, [ TOROID TRANSMISSIONS, CONTINUOUSLY VARIABLE TRANSMISSIONS, SPUR TRANSMISSIONS, AXLE TRANSMISSIONS, ] DIFFERENTIAL TRANSMISSIONS, TRANSFER TRANSMISSIONS, [ ANGLE TRANSMISSIONS, ] FRICTION TRANSMISSION [, CONE RING TRANSMISSIONS; AND PARTS OF THE BEFORE-MENTIONED TRANSMISSIONS THEREFOR, namely, SHAFTS, GEAR SETS, SPUR GEAR SETS, PLANETARY GEAR SETS, GEARS, SYNCHRONIZED AND NON-SYNCHRONIZED SHIFT CLUTCHES, GEARSHIFT SHAFTS, GEARSHIFT RODS, SYNCHRONIZER RINGS, GEARSHIFT SLEEVE, GEAR SELECTOR DRUM, GEAR SELECTOR FORK, CLUTCH BODY, TORQUE CONVERTER, FRICTION CLUTCH AND CENTRIFUGAL CLUTCH; DRIVE TRAINS FOR MOTOR VEHICLES, CLUTCH AND TRANSMISSION ASSEMBLIES FOR MOTOR VEHICLES; LIMITED SLIP DIFFERENTIAL WITH LONGITUDINAL AND TRANSVERSE LOCKS; REAR AND FRONT AXLES FOR MOTOR VEHICLES AND REPLACEMENT PARTS THEREOF; BEVEL GEARS INCLUDING SPIRAL BEVEL AND SPUR GEARS FOR DIFFERENTIAL TRANSMISSIONS; HYDRAULIC CIRCUITS FOR LAND VEHICLES; HYDRAULIC PUMPS, HYDRAULIC AND PNEUMATIC SHIFT ACTUATORS FOR VEHICLES; HYDRAULIC AND PNEUMATIC VALVES AND CASINGS THEREOF FOR LAND VEHICLE HYDRAULICS; ELECTRIC MOTORS FOR LAND VEHICLES ] [ RESEARCH IN THE FIELD OF MOTOR VEHICLE TECHNOLOGY; ENGINEERING SERVICES FOR DEVELOPING OF PROTOTYPES AND APPLICATIONS IN VEHICLES ]

Goods & Services

Oleodynamic pumps; hydraulic and pneumatic valves and housings therefor, for use in vehicle hydraulics. Controls for motor vehicle gears, and for drive trains and clutch/gear units for motor vehicles, in particular hydraulic controls, controls with electric motors, pneumatic controls, electronic control apparatus, and parts therefor; electromechanical and electromagnetic switch actuators; circuit boards for weak-current engineering and for power electronics, including mounts for the aforesaid goods; speed, pressure and path sensors; software for the control and regulation of drive trains, clutches, hybrid drives; controls and software for control processes for electric machines and for changing automatic and automated gears and the drive trains therefor. Motor vehicle gears, in particular manual gearboxes, automatic gears, automated manual gearboxes, twin clutch gears, hybrid gears, toroidal drives, chain drives, spur gears, axle gears, differential gears, transfer cases, angular gears, friction gears, infinitely variable friction gears, and parts therefor, in particular housings, shafts, wheelsets, spur wheelsets, planet wheelsets, sprockets, synchronised and non-synchronised clutches, selector shafts, sliding selector shafts, synchronising rings, gear sockets, camshaft controllers, gearshift forks, clutch elements, torque converters, friction clutches, centrifugal clutches; motor vehicle clutches, in particular wet-running and dry-running friction clutches, centrifugal clutches; drive trains for motor vehicles and clutch/gear units for motor vehicles; locking differentials with longitudinal and transverse stops; real axles and front axles for motor vehicles and spare parts therefor; bevel wheels, including helical gear and straight-tooth bevel wheels for differential gears; hydraulic circuits for vehicles; hydraulic and pneumatic switch actuators for vehicles; electric motors for land vehicles. Research in the field of motor vehicle engineering; engineering for motor vehicle prototype development and for vehicle applications.

Goods & Services

land vehicle parts, namely, transmissions, toothed gear transmissions, [ back-gear transmissions, planetary gear transmissions, ] double-clutch transmissions [, distributor transmissions, differential transmissions, friction wheel transmissions, chain transmissions, hydraulic transmissions, toothed wheels, synchronizing rings, shafts, clutches, friction clutches, hydraulic clutches, jaw clutches, axles, machine housings, hydraulic clutch control units ]

Goods & Services

Roues dentées et bagues à synchronisation pour transmissions; axes d'embrayage. Parties de véhicules terrestres, à savoir boîtes de vitesse, transmissions à roues d'engrenage, transmissions intermédiaires, transmissions planétaires, transmissions à double embrayage, transmissions à distribution, transmissions différentielles, transmissions à roues de friction, transmissions à chaîne, transmissions hydrauliques, arbres, embrayages, embrayages à friction, embrayages hydrauliques, embrayages à griffes, boîtiers de moteurs, appareils de commande hydraulique pour boîtes de vitesse, appareils de commande hydraulique pour embrayages, appareils de commande pneumatique pour boîtes de vitesses, appareils de commande pneumatique pour embrayages.

Goods & Services

(based on Fed; Rep; of Germany registration 746,290)-- Transmissions and Parts Thereof, Engine Mounts, Clutches and Parts Thereof, All for Machine Engines; For (based on commerce with the United States)-- Transmissions and Parts Thereof, Gears [and Switches] for Transmissions, All for Machine Engines (based on Fed; Rep; of Germany registration 746,290)-- Automotive Components-Namely, Transmissions and Parts Thereof, Clutches and Parts Thereof, Rear and Front Axles and Parts Thereof; For (based on commerce with the United States)-- Automotive Components-Namely, Transmissions and Parts Thereof, Gears, [Switches for Transmissions]