Abstract: The present invention relates to a method with which the driving dynamics of an electrically driven vehicle can be modified. Within the scope of the method according to the invention, a vehicle operating characteristic variable, as a function of which a torque transmission mechanism is engaged, is monitored, by means of which torque transmission mechanism two half-shaft assemblies of the vehicle which are each driven by an electric motor can be selectively connected to one another in terms of drive.

Abstract: The present invention relates to a method with which the driving dynamics of an electrically driven vehicle can be modified. Within the scope of the method according to the invention, a vehicle operating characteristic variable, as a function of which a torque transmission mechanism is engaged, is monitored, by means of which torque transmission mechanism two half-shaft assemblies of the vehicle which are each driven by an electric motor can be selectively connected to one another in terms of drive.

Abstract: The invention relates to a powertrain for a motor vehicle having a permanently driven primary axle, comprising: a drive unit for the generation of a drive torque; a first clutch for the transfer of a variable portion of the drive torque to a secondary axle of the motor vehicle; a second clutch for the deactuation of a torque transfer section of the powertrain arranged between the first clutch and the second clutch when the first clutch is opened; and a control unit for the automatic control of the first clutch, with the control unit being connected to at least one sensor for the detection of a wheel slip at the primary axle; with the control unit being made, starting from a deactuated state of the torque transfer section, to close the second clutch in dependence on a detected wheel slip at the primary axle.

Abstract: The invention relates to a powertrain for a motor vehicle having a permanently driven primary axle, comprising: a drive unit for the generation of a drive torque; a first clutch for the transfer of a variable portion of the drive torque to a secondary axle of the motor vehicle; a second clutch for the deactuation of a torque transfer section of the powertrain arranged between the first clutch and the second clutch when the first clutch is opened; and a control unit for the automatic control of the first clutch, with the control unit being connected to at least one sensor for the detection of a wheel slip at the primary axle; with the control unit being made, starting from a deactuated state of the torque transfer section, to close the second clutch in dependence on a detected wheel slip at the primary axle.

Abstract: The invention relates to a powertrain for a motor vehicle having a permanently driven primary axle, comprising: a drive unit for the generation of a drive torque; a first clutch for the transfer of a variable portion of the drive torque to a secondary axle of the motor vehicle; a second clutch for the deactuation of a torque transfer section of the powertrain arranged between the first clutch and the second clutch when the first clutch is opened; and a control unit for the automatic control of the first clutch, with the control unit being connected to at least one sensor for the detection of a wheel slip at the primary axle; with the control unit being made, starting from a deactuated state of the torque transfer section, to close the second clutch in dependence on a detected wheel slip at the primary axle.

Abstract: The invention relates to a method for lubricating a transmission of a motor vehicle, particularly a power divider, wherein the oil is conveyed by an oil pump from an oil sump to components of the transmission. The amount of oil conveyed is set as a function of the predetermined parameters. The conveyed amount of oil is controlled in that the oil pump is operated intermittently, e.g. is switched on and off repeatedly. The invention further describes a device for carrying out the method.

Abstract: A clutch unit (47) comprises a wet friction clutch for controllable transmission of a torque from an input element (41) to an output element (45), housing that contains the friction clutch and oil for cooling the friction clutch, and an actuator (51) for actuating the friction clutch. The actuator is attached to the housing in a thermally conductive way and has a temperature sensor (108) for sensing a temperature of the actuator. In order to computationally determine the oil temperature (TÖl) in the clutch unit (47), a thermal input power to the clutch unit is determined as a function of at least a speed of the input element and/or of the output element. The difference between the thermal input power and the thermal output power is determined, and the oil temperature is determined as a function of the difference that was determined.

Abstract: The invention relates to a powertrain for a motor vehicle having a permanently driven primary axle, comprising: a drive unit for the generation of a drive torque; a first clutch for the transfer of a variable portion of the drive torque to a secondary axle of the motor vehicle; a second clutch for the deactuation of a torque transfer section of the powertrain arranged between the first clutch and the second clutch when the first clutch is opened; and a control unit for the automatic control of the first clutch, with the control unit being connected to at least one sensor for the detection of a wheel slip at the primary axle; with the control unit being made, starting from a deactuated state of the torque transfer section, to close the second clutch in dependence on a detected wheel slip at the primary axle.

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 method is described for classifying a clutch unit for a drivetrain of a motor vehicle, wherein the clutch unit has at least one friction clutch for the controllable transmission of a torque from an input element to an output element and has an actuator for actuating the friction clutch. Here, the clutch unit is controlled on the basis of a predefined characteristic curve which describes a predefined dependency of the clutch torque to be transmitted on an actuator control variable.

Abstract: A clutch arrangement having 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 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 in a leakage line that leads from the pressure space to a low pressure space and which extends parallel to the pump.

Abstract: A clutch unit (47) comprises a wet friction clutch for controllable transmission of a torque from an input element (41) to an output element (45), housing that contains the friction clutch and oil for cooling the friction clutch, and an actuator (51) for actuating the friction clutch. The actuator is attached to the housing in a thermally conductive way and has a temperature sensor (108) for sensing a temperature of the actuator. In order to computationally determine the oil temperature (TÖI) in the clutch unit (47), a thermal input power to the clutch unit is determined as a function of at least a speed of the input element and/or of the output element. The difference between the thermal input power and the thermal output power is determined, and the oil temperature is determined as a function of the difference that was determined.

Abstract: The invention relates to a method for lubricating a transmission of a motor vehicle, particularly a power divider, wherein the oil is conveyed by an oil pump from an oil sump to components of the transmission. The amount of oil conveyed is set as a function of the predetermined parameters. The conveyed amount of oil is controlled in that the oil pump is operated intermittently, e.g. is switched on and off repeatedly. The invention further describes a device for carrying out the method.

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 is described for classifying a clutch unit for a drivetrain of a motor vehicle, wherein the clutch unit has at least one friction clutch for the controllable transmission of a torque from an input element to an output element and has an actuator for actuating the friction clutch. Here, the clutch unit is controlled on the basis of a predefined characteristic curve which describes a predefined dependency of the clutch torque to be transmitted on an actuator control variable.

Abstract: A power transfer assembly for use in a four-wheel drive vehicle has a torque transfer mechanism equipped with a power-operated clutch actuator for controlling adaptive engagement of a friction clutch and a control system for controlling actuation of the clutch actuator. The control system and its method of operation are adapted to control actuation of the clutch actuator based on whether the vehicle is operating in an engine drive mode or an engine coast/braking mode.

Abstract: The invention relates to a powertrain for a motor vehicle having a permanently driven primary axle, comprising: a drive unit for the generation of a drive torque; a first clutch for the transfer of a variable portion of the drive torque to a secondary axle of the motor vehicle; a second clutch for the deactuation of a torque transfer section of the powertrain arranged between the first clutch and the second clutch when the first clutch is opened; and a control unit for the automatic control of the first clutch, with the control unit being connected to at least one sensor for the detection of a wheel slip at the primary axle; with the control unit being made, starting from a deactuated state of the torque transfer section, to close the second clutch in dependence on a detected wheel slip at the primary axle.

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: 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 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.