Abstract: An all-wheel drivetrain for a motor vehicle, which has at least two driven axles, comprising a characteristic torque converter transmission of longitudinal construction. To the input side of the transmission drive power is fed and the transmission serves for converting a characteristic of a drive engine. The output side of the transmission is connected to a transfer device, by means of which the drive power can be distributed to the two axles. The transmission has an output shaft which is connected to a first drive shaft for the first axle, and a countershaft parallel thereto. The output shaft and the countershaft are connected to one another by means of a first constant transmission ratio. The countershaft is connected by means of a second constant transmission ratio to a second drive shaft for the second axle. The transfer device is arranged coaxially with the second drive shaft.

Abstract: A method for detecting a fault state in an automated motor vehicle gearbox having two parallel branches. Each branch has a clutch and is configured to transmit driving torques from a drive unit to at least one driven wheel of the motor vehicle. The method comprises the steps of sensing whether both clutches are at least partially closed; of sensing the rotational speed of the at least one driven wheel and sensing the rotational speed of a non-driven wheel, and of detection of a fault state if both clutches are at least partially closed, and a difference between the rotational speeds of the wheels is greater than a predetermined reference value.

Abstract: A method for controlling shift process in dual-clutch gearbox having dual-clutch gearbox input shaft connected to a drive engine, having two friction clutches and two partial gearboxes, comprising detecting demand for a shift from source gear into target gear, the source gear and target gear assigned to first partial gearbox; opening friction clutch assigned to first partial gearbox and closing friction clutch assigned to other partial gearbox to transmit drive power via intermediate gear of other partial gearbox; disengaging source gear and temporarily conducting a pressure-exertion process in friction clutch assigned to the first partial gearbox before engagement of target gear, with rotational speed of first partial gearbox being reduced due to the pressure-exerting operation according to drag torque, opening friction clutch assigned to other partial gearbox and closing friction clutch assigned to first partial gearbox to transfer drive power to the target gear without an interruption in tractive force.

Abstract: A method for controlling dual clutch transmission with at least two partial drive trains, each arranged to be coupled with an engine by means of a clutch, in that, a first clutch of an actively operated partial drive train currently transmitting torque is opened, whereas a second clutch of the partial drive train not actively operated is closed in the already engaged gear and determining a reduction of a maximum possible lateral guiding force of at least one drive wheel and determining torque transmitted by the clutches, wherein, in the case of reduction of the maximally possible lateral guiding force below a default value and in the case that torque is transmitted by both clutches, the torque of one of the clutches is reduced.

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.

Abstract: A step variable transmission for a motor vehicle has a plurality of forward gear stages and at least one reverse gear stage. The transmission comprising: a drive input shaft arrangement, a drive output shaft arrangement, and a plurality of wheel sets which have loose wheels and shift wheels, wherein the shift wheels are rotatably mounted on a shaft arrangement and can be rotationally fixedly connected to the associated shaft arrangement by means of respective shift clutches.

Abstract: A method for setting the engagement point of a friction clutch of a multi-step transmission for a motor vehicle. The friction clutch can be activated, controlled, by means of a clutch actuator. A set point value of the clutch actuator is set for the engagement point of the friction clutch as a function of a time profile of a physical variable which occurs starting from a transition state after activation of the friction clutch to a transition value. An electric machine is connected to the multi-step transmission. Influencing of the multi-step transmission by the electric machine is taken into account in the setting of the engagement point of the friction clutch.

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.

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.

Abstract: A dual clutch transmission has a housing, a drive shaft arrangement, an output shaft and a countershaft. A plurality of gear sets is supported on the drive shaft arrangement and the countershaft, respectively. The gear sets are shifted by means of respective shifting clutches in order to engage different gears. The countershaft is connected to the output shaft via a constant output gear set. The gear sets are divided between two gear trains. A first forward gear and a reverse gear are each assigned to a different gear train. The gear set for the reverse gear is driven via an auxiliary shaft, which is in turn driven via a specific gear set. The specific gear set is assigned to the same gear train as the reverse gear.

Abstract: A method (42) for preventing incorrect gear shifts in automatic transmissions (14) of motor vehicles comprising the following steps: determining a current output torque (Mis) of a source gear (GSOURCE); generating a history of output torques by storing the current output torque in the source gear (GSOURCE) for a time interval having a predetermined duration; determining an absolute value of a minimal output torque (Mmin) and an absolute value of a maximum output torque (Mmax) from the history (60) of output torques, comparing the two values and determining the greater absolute value; determining (S3) an absolute value of a target torque (MTARGET) of a target gear (GTARGET), if an instruction for a gear change exists; comparing (S4) the absolute value of the target torque (MTARGET) with the greater absolute value; and shifting (S5) the transmission (14) from the source gear (GSOURCE) to the target gear (GTARGET), if the absolute value of the target torque (MTARGET) is less than or equal to the greater absolute

Abstract: A method for monitoring an automated drive train of a motor vehicle, in particular of a passenger car. The drive train comprises a drive engine, a friction clutch arrangement and a multi-speed transmission. The friction clutch arrangement connects or disconnects the drive engine to/from the multi-speed transmission. The method comprises the step of determining at least one rotational speed parameter of the drive train; checking whether the rotational speed parameter is greater than a first threshold value for a first predetermined time interval, and initiating a measure in the drive train in order to lower the rotational speed parameter if the rotational speed parameter is greater than the first threshold value for the first predetermined time interval.

Abstract: A lock arrangement for a transmission, in particular in the form of a parking-lock arrangement for an automated transmission. The lock arrangement is prestressed by a first spring accumulator into a locking position in which the transmission is locked. The lock arrangement is capable of being shifted by means of an actuator from the locking position into a release position in which the transmission is released. The lock arrangement has an electronically activatable blocking device which is designed for blocking the lock arrangement mechanically in the locking position.

Abstract: A component pairing comprises a first component with a first component toothing and comprises a second component with a second component toothing which is in engagement with the first component toothing in order to be able to transmit a drive force in a drive direction via the component toothings. The first component is also assigned a first anti-rattle toothing. An anti-rattle component is fastened to the second component, which anti-rattle component has a second anti-rattle toothing which is in engagement with the first anti-rattle toothing. The anti-rattle component is mounted so as to be displaceable relative to the second component in the drive direction. The second component and the anti-rattle component are assigned in each case one friction section. The friction sections are in frictional engagement with one another.

Abstract: A method for adjusting the point of engagement of a friction clutch of a step-variable transmission for a motor vehicle, in particular a friction clutch of a dual clutch transmission. The friction clutch is controllably actuated by means of a clutch actuator and at least one synchronizer shifting clutch is controllably actuated by means of a shift actuator for the engagement and disengagement of a gear ratio of the spur-gear transmission. A set-point of the clutch actuator for the point of engagement of the friction clutch is adjusted as a function of a speed gradient value, which ensues from a transitional state with the friction clutch actuated and the shifting clutch actuated, once the shifting clutch is opened. The transitional state is established by setting the clutch actuator and the shift actuator to a respective transitional value substantially at the same time or, at least in sections, in parallel.

Abstract: Method for shifting, in particular engaging and/or disengaging, gears in an automatic multi-stage gearbox of a motor vehicle, wherein the gearbox comprises a drive input shaft (18) connectable to an engine drive output shaft (16) by means of a friction clutch (12) which acts as a separating clutch (12), and a drive output shaft (20) couplable to a drive wheel or to drive wheels of the motor vehicle, wherein a shift process takes place, in particular only, as a function of rotational speeds (n) of the shafts, wherein each gear is assigned a synchronizing device (36), which acts as a shift clutch, in order to connect the drive input shaft (18) to the drive output shaft (20), comprising the following steps: setting the separating clutch (12) into a dragging position such that a low, preferably predefined, drag torque is transmitted from the engine drive output shaft (16) to the drive input shaft (18), which drag torque is sufficient to bring a rotational speed (nIS) of the drive input shaft (18) when the shift c

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.

Abstract: It is disclosed a system and method for maintaining the operation of an automated transmission (16), particularly a dual clutch transmission, for a motor vehicle, in case of a failure of an engine speed sensor (50) or a bus connection (44) between a first control module (42) controlling an engine (28) being connectable to the transmission (16) through at least one separation clutch (12, 149, and a second control module (34) controlling regulating units (12, 14) for connecting the engine (28) to the transmission (16) or to one or more driving wheels (34) in a force-transmitting manner, wherein gear-shift relevant data, particularly a number of revolutions (ne) of the engine, is exchanged between the control modules (34, 42) over the bus connection (44), the method comprising the following steps: checking whether a number of revolutions (ne; n1, n2) of a shaft (22; 30, 32, particularly an engine shaft (22), which is detected by a sensor (50) of one of the control modules (42) dedicated to this purpose can be tr

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.

Abstract: The invention relates to an actuating mechanism for engaging and disengaging a separating clutch of a single-clutch or multiple-clutch transmission, which has a housing, for a motor vehicle, having: an actuating drive; a cam segment which has a curved recess and which is rotatable about a first bearing, said first bearing being fixed with respect to the housing, and which can be rotated by the actuating drive in an engagement rotational direction or a disengagement rotational direction; and an engagement fork which is rotatable about a second bearing, said second bearing being fixed with respect to the housing, and which is coupled at one side of the fork to the cam segment by means of a cam follower and which can be coupled on an opposite side of the fork to the separating clutch in such a way that the separating clutch is closed in the event of a rotation of the cam segment in the engagement rotational direction and the separating clutch is opened in the event of a rotation of the cam segment in the disenga