Abstract: A method controlling a clutch arrangement that serves, in a powertrain of a motor vehicle, for the transmission of a torque from an input element to an output element. Starting from an activated state of the clutch arrangement, a respective estimated torque value is calculated in repeating calculation cycles. A torque build-up value is calculated in dependence on at least one speed difference value. A torque reduction value is calculated in dependence on at least the last calculated estimated torque value. The estimated torque value is re-calculated on the basis of the last calculated estimated torque value by up integration of the calculated torque build-up value and down integration of the calculated torque reduction value. The recalculated estimated torque value is compared with a torque threshold value. The clutch arrangement is deactivated when the recalculated estimated torque value is below the torque threshold value.

Abstract: A method for the readjustment of an actuator of an all-wheel drive clutch of a motor vehicle that includes determining a clutch slip value corresponding to a difference between the speed of a primary axle and the speed of a secondary axle; determining a reference secondary axle torque corresponding to the proportion of a driving torque which is transmitted to the secondary axle and for which a clutch slip value of substantially zero is expected; and comparing the clutch slip value with a threshold value and comparing a desired clutch torque with the reference secondary axle torque. A desired clutch torque/control signal relationship for the clutch actuator is changed in dependence on the result of these comparisons.

Abstract: A clutch arrangement responsive to a speed difference including an input element and an output element that are rotatable relevant to one another, a friction clutch, and a pump. The friction clutch couples the input element with the output element in dependence on a hydraulic pressure prevails in a pressure space of the clutch arrangement. The pump has a first pump part that is rotationally fixedly connected to the input element and a second pump part that is rotationally fixedly connected to the output element. The pump may be driven by a rotary movement of the input element and the output element relative to one another, with a pressure side of the pump being connected to the pressure space. An orifice having a substantially temperature independent leakage characteristic is arranged at a leakage line that leads from the pressure space to a low pressure space and extends parallel to the pump.

Abstract: The present invention relates to a magnetorheological clutch including a primary part, a secondary part and a magnet for the generation of a magnetic field. The primary part and the secondary part are rotatable relative to one another around an axis of rotation of the clutch, with the primary part being rotationally fixedly connected to at least one disk. The disk is surrounded by coupling gaps in which a magnetorheological medium is arranged. The thickness of the at least one disk along the coupling gap has a value of approximately 0.4 mm to approximately 1 mm, with the at least one disk being formed along the coupling gaps without material interruptions.

Abstract: A magnetorheological clutch consists of a stationary part, a primary part and a secondary part, a working space which contains a magnetorheological fluid being formed between primary part and secondary part, in which working space primary discs and secondary discs successively alternate in the radial direction, and a controllable magnetic field acting on the magnetorheological fluid. In order to prevent segregation of the fluid by centrifugal force in a simple type of construction, the working space is L-shaped in longitudinal section, the primary part is a shaft and the secondary part is a pot enclosing the working space, and are of pot-shaped design.

Abstract: A manual helical planetary transmission comprises a housing, a sun gear, a planet carrier with helical planetary gears and an axially displaceable ring gear which can be coupled to the housing or to the planet carrier. The transmission provides a compact and easy-to-produce solution for locking the gears. For this purpose, first saw-tooth coupling teeth are provided on both sides of the fronts of the ring gear and have a gently sloping first profile. Second saw-tooth coupling teeth provided on the housing and the planet carrier have a gently sloping profile and fit into the first coupling teeth. In the respective gear, the peripheral forces acting upon the ring gear force the gently sloping first profiles of the first coupling teeth against the gently sloping first profiles of the second coupling teeth on the housing or the planet carrier, thereby frictionally keeping the ring gear in the respective engaged position.

Abstract: A method and control apparatus for the generation of a setting signal for an actuator of a clutch unit of a motor vehicle with which the torque to be transmitted by the clutch unit can be set. A desired value for the torque to be transmitted is determined by a main control unit in dependence on predetermined first parameters. A setting signal for the actuator corresponding to the desired value is generated by an additional control unit on the basis of the determined desired value. A desired value tolerance range for the determined desired value of the torque is determined by the main control unit in dependence on predetermined second parameters. The desired value tolerance range is transmitted to the additional control unit, with the additional control unit determining an actual value of the torque transmitted or transmissible by the clutch unit and generating a new setting signal for the actuator when the actual value is outside the desired value tolerance range.

Abstract: A method and apparatus for the setting of the torque transmitted by a friction clutch by means of an actuator chain having an electric motor which effects a displacement of a pressure plate of the friction clutch via a reduction gear and a mechanism for the conversion of the rotary movement of the electric motor. In the method, on the basis of a given torque/angle dependence, a desired angle of rotation of the electric motor or of a link of the actuator chain is determined from the torque to be transmitted by the friction clutch and is set in a setting process by means of a regulator acting on the electric 2.

Abstract: A multi-disk clutch having a plurality of interengaging disks movable along a longitudinal clutch axis and a resetting device for the mutual release of adjacent disks along a release distance, with the release distance being bounded by an abutment device. The abutment device includes at least one contact section of a clutch part movable along the longitudinal clutch axis and at least one contact section of an axially fixed clutch part, with the moving clutch part and the axially fixed clutch part having different thermal coefficients of expansion and with the contact sections at both sides cooperating such that the bounding of the release distance varies in dependence on the temperature, with at least one of the contact sections having a sloping surface.

Abstract: A shift device for a transmission, which comprises a sliding sleeve, a shift fork engaging in the sliding sleeve, and an actuator that can rotate on a shaft that is disposed at an angle to the transmission shaft. In order to provide a simple and reliable control that satisfies all functional requirements, a cam having two flanks and a flattened section on the maximum radius is disposed on the shaft. On the base of the shift fork, two interacting pushrods are disposed at a fixed distance so that one pushrod rests against the one flank and the other pushrod rests against the other flank and one pushrod rests against the flattened section in at least one extreme position.

Abstract: A transmission including a ring gear engageable with clutch teeth. A shift fork connected to a cam roller is engageable with the ring gear. The cam roller includes at least one V-shaped groove, and an element is disposed between the V-shaped groove of the cam roller and a base of the shift fork such that rotation of the cam roller translates into displacement of the shift fork and the ring gear.

Abstract: A piston engine with a compensation shaft unit, wherein a window surrounded by a flange is provided on the crankcase thereof. The flange forms a separating surface to which the housing of the compensation shaft unit is fixed by means of screws. In order to ensure clean, toothed-wheel engagement for the compensation shafts, which are integrated into the housing, and easy assembly, the compensation shaft is provided with a toothed wheel, which protrudes through the window inside the crankcase, and which is driven by a toothed wheel, which is arranged on the crankshaft, and the housing of the compensation shaft unit has a separating surface, which can be displaced in order to adjust the amount of engagement clearance on the separating surface of the crankcase before the screws are tightened.

Abstract: In a motor vehicle having a brake system and a drive train, the brake system comprises a vehicle movement dynamics controller (10), a control group (40) for actuating brakes and a hydraulic unit with pressure medium supply (25, 27, 30) and wheel-specific hydraulic valves (43LV, 43RV, 43LH, 43RH) for activating the individual wheel brake cylinders (12LV, 12RV, 12LH, 12RH), and the drive system has at least one drive train (2, 3; 5, 7, 8) in which a controllable clutch (6) is arranged, which clutch (6) is activated by a clutch actuation means (40K), a hydraulic valve (43K) and an actuator (16) In order to make the vehicle as a whole cheaper but also bring about a functional improvement, the clutch controller of the drive system is integrated into the vehicle movement dynamics controller (10) of the brake system, and the hydraulic valve (43K) for activating the clutch (6) is connected to the pressure medium supply (25, 27, 30) of the brake system, and the modular control group 11.

Abstract: A transfer case includes a two-speed range unit, a friction clutch, a power-operated actuation mechanism and a control system. The actuation mechanism includes an electric motor, a geartrain driven by the motor for controlling rotation of an actuator shaft, a range actuator assembly and a mode actuator assembly. The range actuator assembly functions to move a shift collar associated with the range unit in response to rotation of the actuator shaft. The mode actuator assembly includes a mode cam and a ballramp unit. The mode cam is rotatively driven by the actuator shaft for controlling the clutch engagement force exerted on the friction clutch by the ballramp unit.

Abstract: An all-wheel transmission system includes an input shaft, a first output shaft and two mutually independently controllable friction clutches for the metering the transfer of drive torque from a powertrain to a first axle assembly and a second axle assembly. The first friction clutch includes a first clutch component rotationally connected to an input shaft and of a second clutch component rotationally connected to a first output shaft while the second friction clutch includes a first clutch component rotationally connected to the input shaft and a second clutch component rotationally connected to a second output shaft. One of the friction clutches can be selectively bridged via coordinate actuation of a bridging clutch.