Abstract: A torsional vibration damping arrangement for a drivetrain of a vehicle comprises a rotational mass arrangement which is rotatable around a rotational axis A and a damping arrangement fixed with respect to rotation relative to the rotational axis A. A displacer unit is operatively connected to the primary inertia element on the one side and to the secondary inertia element on the other side. The damping arrangement includes a slave cylinder with a working chamber having a volume V2, and the working chamber of the slave cylinder is operatively connected to the working chamber of the displacer unit. The damping arrangement includes a stiffness arrangement and a damper mass, and the slave cylinder of the damping arrangement is operatively connected to the damper mass by a stiffness arrangement.

Abstract: A torsional vibration damping arrangement for a drivetrain of a vehicle includes a rotational mass arrangement which is rotatable around a rotational axis. The rotational mass arrangement includes a primary inertia element which is rotatable around rotational axis A and a secondary inertia element which is rotatable relative to the primary inertia element against the action of an energy storage and further includes a displacer unit with a working chamber. The displacer unit is operatively connected to the primary inertia element or to the secondary inertia element on one side and to a damper mass on the other side.

Abstract: A transmission for a motor vehicle wherein the drive shaft (An) is rotationally fixedly connectable by the first shift element (K1) to the first shaft (1) and by the second shift element (K2) to the second shaft (2). The second shaft (2) is rotationally fixedly connectable by the fifth shift element (B2) to the housing (3). The third shaft (4) is rotationally fixedly connected to the third gear set element of the second planetary gear set (RS2) and to the first gear set element of the third planetary gear set and is rotationally fixedly connectable by the sixth shift element (B1) to the housing (3). The second gear set element of the third planetary gear set (RS3) is rotationally fixedly connected to the output shaft (Ab), and the third gear set element of the third planetary gear set (RS3) is rotationally fixedly connected to the second shaft (2).

Abstract: A transmission for a motor vehicle wherein the drive shaft (An) is rotationally fixedly connectable by the first shift element (K3) to the first shaft (1) and the first shaft is rotationally fixedly connectable by the second shift element (B2) to the housing (2). A sun gear of the first planetary gear set (RS1) is rotationally fixedly connectable by the third shift element (K2) to the drive shaft (An). A carrier of the first planetary gear set (RS1) is rotationally fixedly connected to the output shaft (Ab) and to a ring gear of the second planetary gear set (RS2). A ring gear of the first planetary gear set (RS1) is rotationally fixedly connected to the second shaft (3), wherein the second shaft (3) is rotationally fixedly connectable by the fourth shift element (B1) to the housing (2).

Abstract: A frictional shift element for a transmission of a vehicle, including a first friction element and a second friction element, wherein one friction element of the first and second friction elements has an approximately annular friction surface, and the other friction element of the first and second friction elements has an approximately annular base body and a plurality of friction surface elements distributed over a periphery of the approximately annular base body. The friction surface and the plurality of friction surface elements are brought into contact with each other in an overlap area for transmitting torque, wherein the friction surface elements protrude radially into the overlap area. The one friction element with the friction surface, the other friction element, and the friction surface elements are each formed as one piece. The one friction element and the approximately annular base body of the other friction element are spaced radially apart.

Abstract: A friction element (1, 3) for a frictional shift element for a transmission of a vehicle, the friction element having an annular base body with a plurality of friction surface elements (5), the plurality of friction surface elements (5) protruding radially inwardly or radially outwardly and are distributed over a periphery of the annular base body. The friction element (1, 3) and the plurality of friction surface elements (5) are each formed as one piece.

Abstract: An automatic transmission (3) of a vehicle having a central synchronization device (8) with at least one shift element (33; 9, 10) assigned to a transmission input shaft (32; 6, 7) and being a friction locking brake, an actuating device (14) driven by supplying energy, and at least one transmission region (34; 12, 13) disposed between the brake and a transmission output shaft (30), an operative connection between the transmission input shaft and the transmission output shaft and different transmission ratios are producible over the at least one transmission region. The brake is transferable with the operative connection and the actuating device (14) into an operating state in which a transmission input shaft (6) interacting with the brake (33; 9, 10), is held in a rotationally fixed manner by the brake (33; 9, 10), wherein the brake (33; 9, 10) is held by the actuating (14) without any energy infeed.

Abstract: A parallel shift transmission of a motor vehicle comprising splitter and range groups. At least the splitter group is split into two parallel transmission branches having countershafts. One branch can be actuated by a power-shift element to transfer rotation of a drive shaft to a countershaft, via a stepped transmission ratio of the splitter group according to the actuation of one of the transmission branches and then converting and transmitting the rotation, via one of a plurality of range transmission ratios of the range group, to an output shaft. In order to reverse rotation, parallel countershafts can be coupled by individual gearwheel pairs by actuation of associated switching elements such that one countershaft, at the output side of the splitter group in the flow of power flow from the drive to the output shaft, is connected to the other countershaft at a drive side of the range group.

Abstract: A frictional shift element for a motor vehicle transmission includes a first frictional element allocated to a first carrier; and a second frictional element allocated to a second carrier. One of the first frictional element or the second frictional element has an annular frictional surface, and the other of the first frictional element or the second frictional element has a corresponding frictional surface with at least one frictional surface that protrudes along a radial direction in an overlapping area.

Abstract: A drive-train for a vehicle with at least one electric drive, which can be coupled via a driveshaft (2) to at least a first transmission ratio stage (i1) and a second transmission ratio stage (i2). At least one shifting mechanism is provided for engaging the transmission ratio stages (i1, i2). To carry out powershifts, the shifting mechanism includes at least one interlocking shifting element (5) and at least one frictional shifting element (6, 6A). Each of the transmission ratio stages (i1, i2) can be engaged by the interlocking shifting element (5) and at least one of the transmission ratio stages (i2) can be engaged both by the interlocking shifting element (5) and by the frictional shifting element (6). Methods for carrying out a powershift, between a frictional shifting element (6, 6A) and an interlocking shifting element (5) in the drive-train, are also disclosed.

Abstract: A power-split, continuously variable transmission includes a summing planetary transmission, at least one additional planetary gear set and a variator, which are in operative connection with each other a plurality of shafts, the shafts of the plurality of shafts are couplable to each other with a plurality of shift elements in order to provide at least three transmission ratio ranges. The variator is a mechanical friction wheel variator with at least three shafts. The summing planetary transmission, the at least one additional planetary gear and the variator are arranged coaxial to one another. In one of the transmission ratio ranges of the at least three transmission ratio ranges, a total power is guidable between a transmission input shaft and a transmission output shaft by the variator. A friction wheel of the variator is approximately cone-shaped, at least in sections.

Abstract: An electronic control device for controlling at least one rotatably arranged actuator includes electronic components, such as a device for the contact-free reception of electrical energy and the contact-free reception of signals, a device for generating magnetic fields, and a common housing that encloses the electronic components and assimilates them. The control device is rotatable and designed for attaching on or into a component rotating around a rotational axis.

Abstract: A frictional shift element for a transmission of a motor vehicle, with at least one first frictional element (1) allocated to a first carrier (2) and with at least one second frictional element (3) allocated to a second carrier (4) as a friction partner with overlapping frictional surfaces, is proposed, which can be brought into contact for the transfer of torque, whereas the first or the second frictional element (1, 3) features a friction surface (7) that is designed to be approximately annular, and whereas the other frictional element (1, 3), as a corresponding frictional surface, features at least one frictional surface (5) protruding radially in the overlap area.

Abstract: A device is provided for controlling at least one cooling oil flow and/or lubricating oil flow by means of at least one valve (17) for at least one cooling point and/or lubrication point (3, 4) connected to a shaft (1). The valve (17) is connected in an electrically controllable and torque-proof manner to a cooling point and/or lubrication point (3, 4). The electrical energy is able to be supplied for actuating the valve (17) without contact.

Abstract: A power-split, continuously variable transmission device (1) with a summing planetary transmission (9), with at least one additional planetary gear set (10) and with one variator (8), which are in operative connection with each other in the area of shafts (11, 12, 13, 14) and can be coupled to each other by means of shift elements (S1 bis S3) for the presentation of at least three transmission ratio ranges in the area of additional shafts (15, 16, 11, 18, 14), is described. A transmission ratio is continuously variable within the transmission ratio ranges by means of the variator (8). The variator (8) is formed as a mechanical friction wheel variator with at least three shafts (11, 15, 17). The summing planetary transmission (9), the at least one additional planetary gear (10) and the variator (8) are arranged in a manner coaxial to each other.

Abstract: A drive-train for a vehicle with at least one electric drive, which can be coupled via a driveshaft (2) to at least a first transmission ratio stage (i1) and a second transmission ratio stage (i2). At least one shifting mechanism is provided for engaging the transmission ratio stages (i1, i2). To carry out powershifts, the shifting mechanism includes at least one interlocking shifting element (5) and at least one frictional shifting element (6, 6A). Each of the transmission ratio stages (i1, i2) can be engaged by the interlocking shifting element (5) and at least one of the transmission ratio stages (i2) can be engaged both by the interlocking shifting element (5) and by the frictional shifting element (6). Methods for carrying out a powershift, between a frictional shifting element (6, 6A) and an interlocking shifting element (5) in the drive-train, are also disclosed.

Abstract: The invention relates to an arrangement for shifting at least one freewheel (1, 2, 3) on an associated shaft of a gear mechanism, comprising at least one shifting device which comprises an actuation device and a non-positive and/or positive shifting device. Said shifting device can be axially displaced by the actuation device that is arranged at least partially in the shaft and the shifting device is arranged coaxially to the shaft. According to the invention, an axial extension can be disposed between the actuation device and the shifting device.

Abstract: An actuating device is provided for actuating at least one shifting element shiftable through a shifting device, whereas the shifting device features a pressure space with a supply for a pressurized medium, along with a shut-off valve. It is proposed that the shut-off valve is connected in an electrically controllable and torque-proof manner to at least one shifting element, and that the electrical energy for the actuation of the shut-off valve is able to be supplied without contact.

Abstract: A power-shiftable transmission, in particular an automatic transmission for a vehicle, which comprises a plurality of frictional shifting elements and at least one interlocking shifting element (A, B, C, D, E) and a plurality of gearwheels which can be engaged in a power flow by the shifting elements (A, B, C, D, E). In order to engage a gear step, at least two associated shifting elements (A, B, C, D, E) are engaged and at least one interlocking shifting element (B), as a shifting element (B) to be engaged, is associated with a gear step to be engaged with a supporting gear.

Abstract: A device (4) for actuating a component mounted to rotate on a shaft (3), preferably a gearwheel (3A to 3D) made as a loose wheel of a transmission device (1). The component can be shifted by an engaging device (4A, 4B) that includes at least one electric actuator (5, 17) to an engaged condition in which the component is connected in a rotationally fixed manner to the shaft (3), and such that the component can be acted upon with the actuation force needed for its engagement or disengagement from inside the shaft (3) outwardly. The electric actuator (5, 17) is at least partially arranged inside the shaft (3).