Abstract: The present invention relates, inter alia, to a method for regulating the engagement position of a position-controlled clutch unit for a drive train of a motor vehicle. The clutch unit has at least one wet-running friction clutch for the controllable transmission of a torque from an input element to an output element and an actuator for setting the engagement position for the purposes of mutual compression of the input and output elements. The method compensates a time-dependent setting behavior of the friction clutch on the basis of the uptake of lubrication oil of the friction clutch, which varies over time, in that the engagement position of the clutch unit is regulated by means of the actuator as a function of the time-dependent setting behavior.

Abstract: A calibration method for a slip control arrangement of a driveline including a continuously variable transmission is described herein. The driveline includes a clutch that is so controlled as to slip when a torque higher than the usable torque attempts to pass through. Accordingly, the clutch prevents the prime mover from stalling. A calibration method to link a valve command value and a torque allowed to pass through the clutch includes preventing the vehicle from moving and increasing the pressure applied in the clutch while noting the torque % value developed by the prime mover.

Abstract: A multi-clutch device for a hybrid module includes a separating clutch, a dual clutch device, a first pivot bearing, a common rotary part, a second pivot bearing, a gear element, and a clamping device. The separating clutch is for transmitting torque from an internal combustion engine to the multi-clutch device. The dual-clutch device is for transmitting torque to a drivetrain. The dual clutch device includes a first partial clutch and a second partial clutch. The common rotary part is mounted rotatably by the first pivot bearing, and couples the separating clutch, the first partial clutch, and the second partial clutch in a rotationally fixed manner. The gear element is mounted rotatably by the second pivot bearing, and forms a gear between the electrical machine and the multi-clutch device. The clamping device is for clamping the common rotary part and the gear element against each other in the axial direction.

Abstract: A circular wave drive system is provided. In one aspect, the drive comprises: a compliant input ring gear, wherein input ring gear includes internal input ring gear teeth; an input cycloidal disc having an outer surface, wherein the input cycloidal disc includes external input cycloidal disc gear teeth, and wherein the external gear teeth engage the internal gear teeth; a compliant primary drive gear having an outer surface, wherein the primary drive gear includes external primary drive gear teeth; an eccentric motion generator having an eccentric portion and a non-eccentric portion and wherein a centerline of the eccentric portion and the non-eccentric portion are offset, and wherein the eccentric motion generator includes a hollow central bore; and an output cycloidal disc, wherein the output cycloidal disc includes internal output cycloidal disc teeth, and wherein the internal output cycloidal disc teeth engage the external primary drive gear teeth.

Abstract: A system includes a planetary gear assembly having a ring gear, a plurality of planet gears coupled to a carrier, and a sun gear coupled to a main shaft. The system further includes a driven gear coupled to the carrier, a countershaft gear coupled to the driven gear, a motor/generator coupled to the main shaft, and an actuator structured to change a coupling of the ring gear based on a position of the actuator.

Abstract: An axle assembly having a shift collar and a sensor. The shift collar may be rotatable about a first axis and moveable along the first axis. The sensor may detect detection features associated with the shift collar and provide a signal that may be indicative of rotation of the shift collar about the first axis and positioning of the shift collar along the first axis.

Abstract: The invention relates to a drive train for a hybrid vehicle with an internal combustion engine, with a transmission and with an electric machine, wherein the electric machine is arranged between the internal combustion engine and the transmission. The drive train can be provided in a simple, economical and/or space-saving manner in that the transmission comprises at least one overrun-enabled forward gear transmitting traction torque only and at least one overrun-free forward gear. A hybrid vehicle can be operated with a drive train of this kind easily and efficiently in that, when an overrun-enabled forward gear transmitting only traction torque is engaged and while the vehicle speed lies below a certain engagement speed for an overrun-free forward gear and at least one criterion for the presence of a driving torque is established or satisfied, the transmission is shifted into the overrun-free forward gear.

Abstract: A hybrid module for a drive train of a vehicle includes an intermediate shaft configured for torque transmission from an internal combustion engine and/or an electric machine to a transmission. The shaft is mounted on a dividing wall by two bearings, wherein a securing element is provided on a transmission side of the dividing wall to fix an axial position of a torque transmission component that can be mounted on the intermediate shaft on a motor/engine side of the dividing wall.

Abstract: A method determines the travel of a clutch in a hydraulic clutch-actuation system. A hydraulic signal which extends between a transmitting end and a receiving end is acted upon by an acoustic signal for the generation of a wave packet. The acoustic signal on the transmitting end of the clutch-actuation system is fed into the hydraulic fluid, a wave packet generated by the acoustic signal on the receiving end is reflected back to the transmitting end, a running time of the transmitted and reflected wave packet on the transmitting end is evaluated to determine the coupling travel.

Abstract: A vehicle includes a tandem axle system having an inter-axle differential and clutching assembly, a forward or first axle assembly, and a rear or second axle assembly. The inter-axle differential and clutching assembly includes a differential mechanism having first and second side gears and a clutch mechanism having a clutch member and an actuator assembly. At least one of the first axle assembly and the second axle assembly is in selective driving engagement with the inter-axle differential and clutching assembly.

Abstract: Methods and systems are provided for operating a vehicle that includes a torque vectoring electric machine. In one example, torque output of a torque vectoring electric machine is adjusted to reduce driveline torque disturbances when the torque vectoring electric machine is activated. The torque output is adjusted in response to a speed difference between a wheel speed and a speed of the torque vectoring electric machine.

Abstract: A transmission of a vehicle having a transmission housing which accommodates shifting elements. The transmission has a hydraulic control unit which supplies the shifting elements with hydraulic oil, and which has a valve housing and a duct plate. The valve housing accommodates valves, and the duct plate unit is connected to the transmission housing and contains hydraulic ducts which communicate with hydraulic ducts of the transmission housing, to supply hydraulic oil to the shifting elements. The transmission has a transmission-side power-take-off via which mechanical power can be drawn from the transmission.

Abstract: A motor vehicle transmission arrangement (21) may include a transmission housing (8), a transmission gearing (2), and a hydrodynamic torque converter (1) operatively connected to the transmission gearing (2). The arrangement (21) may further include a shift element (K0) and an internal combustion engine (VM) operatively connectable to the hydrodynamic torque converter (1) by the shift element (K0). Additionally, the arrangement (21) may include a gear set (6) having a constant gear ratio, and at least one electric machine (EM) as a drive, where the electric machine (EM) is operatively connected to the hydrodynamic torque converter (1) by the gear set (6). The electric machine (EM), the gear set (6), the shift element (K0), and the torque converter (1) are arranged in a wet space area (7) of the transmission housing (8). The gear set (6) is upstream from the shift element (K0) in the direction of power flow.

Abstract: A vehicle powertrain system and powertrain actuator therefor is provided. The powertrain actuator selectively couples a first rotatable member to a second rotatable member to transfer torque therebetween and selectively decouples the first rotatable member from the second rotatable member to prevent the transfer of torque therebetween. The powertrain actuator includes a tubular cam assembly having a tubular first member and a tubular second member. The tubular first and second tubular members have end surfaces that interact with one another upon energizing a unidirectional solenoid. Upon a first energization of the solenoid, the first and second tubular members interact to operably couple the first and second rotatable members to allow torque to be transferred therebetween, and upon a second energization of the solenoid, the first and second tubular members interact to selectively decouple the first the second rotatable members to prevent the transfer of torque therebetween.

Abstract: Systems and method for a two-way clutch are provided. In some configurations, the two-way clutch includes a driven member having a first mating surface, a drive member having a second mating surface, and a locking mechanism arranged between the first mating surface and the second mating surface. The locking mechanism is operable to contact the first mating surface and the second mating surface, in response to an outside force applied to the drive member that loads the locking mechanism. The two-way clutch further includes an engaging member. The engaging member provides a predetermined interference on the locking mechanism to hold the locking mechanism off of at least one of the first mating surface and the second mating surface, when the locking mechanism is in an unloaded state.

Abstract: This clutch includes an annular clutch housing, a rotationally driven drive-side rotating body, a driven-side rotating body, a rolling body, and a support member. The clutch is configured such that, when the drive-side rotating body starts to rotate when driven, the drive-side rotating body comes into contact with the support member in a rotational direction and presses the rolling body in the rotational direction through the support member, thereby releasing the rolling body from gripping effected by the clutch housing and the driven-side rotating body. The support member includes a load generation section for generating a load which makes it difficult for the support member to rotate about the rotation axis of the drive-side rotating body when at least the drive-side rotating body starts to rotate when driven.

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

Abstract: A method for actuating a clutch with a clutch actuation system, wherein an axially moveably mounted first piston (4) arranged on a master-side is moved via an electric motor, and the movement thereof is transmitted via a hydraulic section (8) to a second piston (10) positioned on a slave-side, which second piston actuates the clutch (11), wherein a path change triggered by the movement is measured and evaluated. In a method, in which a path change can be immediately measured, the path change of the clutch (11) detected on the slave-side is converted into an acoustic signal, which is transmitted via the hydraulic section (8) to the master-side for evaluation.

Abstract: The disclosure relates to a method for controlling an actuator or an actuator device, at least comprising a clutch and an actuator, which actuator has: an electric drive motor and a control device; a ramp mechanism, which comprises a rotatable first disk, which has first ramps, a second disk, which can be moved only in an axial direction and which has second ramps, and balls, which are arranged between the disks in the first ramps and second ramps; and at least one spring for moving the second disk in the axial direction.

Abstract: A powertrain control method for a vehicle may include: setting, by a controller, a Noise Vibration Harshness (NVH) characteristic map based on an engine operating point to be used for a control of a powertrain based on a gradient of a road on which the vehicle is running; determining, by the controller, whether the vehicle is shifting; and selecting and performing, by the controller, at least one of a release of a lock-up state of a damper clutch or an additional rise of an engine torque based on whether a current engine operating point belongs to any level among a plurality of NVH levels classified in the NVH characteristic map when the vehicle is not shifting.