Abstract: A transmission device (3) of a vehicle for distributing a driving torque of a transmission input shaft (13) to at least two transverse vehicle shafts (4; 4X; 4Y; 4Z; 5). Between the transmission input shaft (13) and a transmission output shaft (15) gear elements (16 to 25) are disposed in a housing (11) for the purpose of implementing different gear ratios. One of the vehicle axles (4; 4X; 4Y; 4Z) extends through an inner space (10) of the housing (11). In a cross-sectional area disposed perpendicular to the longitudinal axis of the transmission device (3), in which area the transverse vehicle shaft (4; 4X; 4Y; 4Z) that is guided through the housing (11) is disposed, at least part of an electrical device (45, 46), which is mounted to the housing side, and/or at least part of a temperature control unit (47), which is mounted to the housing side, are provided.

Abstract: A method for operating a parallel hybrid drive train of a vehicle having an internal combustion engine, an electric engine and an output. The electric engine being located in the power drive between the output and the internal combustion engine. A second shifting element is located between the internal combustion engine and the electric engine and a first shifting element between the electric engine and the output. Output torque driving the output can be adjusted according to the transmitting capacities of the first and second shifting elements and according to the input torque of the electric engine and/or internal combustion engine. These adjustments are corrected according to standards derived from divergences found in parameters during operation of the drive train.

Abstract: A method for operating a parallel hybrid powertrain (1) of a motor vehicle with multiple drive units (2, 3) and with a single output side (5) is described. At least one internal combustion engine (2) and one electric motor (3) are provided and the at least one electric motor (3) is arranged in the powertrain between the output (5) and the at least one internal combustion engine (2). A first friction-locking shifting element (7) is provided between the internal combustion engine (2) and the electric motor (3), while a coupling element (8A) with rotational speed dependent recognition and at least one second friction-locking shifting element (30) are arranged between the electric motor (3) and the output side (5). A target output torque to be applied at the output (5) is a function of the power transmission capacity of the second shifting element (30).

Abstract: A method for driving a parallel hybrid drive train of a motor vehicle with at least one internal combustion engine, one electric motor and an output. The electric motor is arranged in the drive train between the output and the internal combustion engine. A shifting element is arranged between the internal combustion engine and the electric motor. A hydrodynamic torque converter is arranged between the electric motor and the output. A target output torque applied at the output is subject to the slip hydrodynamic torque converter, is produced by at least the internal combustion engine and the electric motor, and is determined with reference to at least the required target output torque, an actual turbine speed of the hydrodynamic torque converter, or a an equivalent speed of the parallel hybrid drive train, and the actual speed of the electric motor.

Abstract: A transmission is described, in particular an automatic transmission for a vehicle, having at least one shift control element formed at least of a second shift control element half that can be brought into active frictional engagement with a first shift control element half. The shift control element halves can be connected to non-rotating and rotating transmission components, and a positive-locking coupling device is provided at least between the first shift control element half and the transmission components that can be connected thereto. The coupling device also comprises a synchromesh device. In addition, a method is described for controlling a transmission that has at least one shift control element and two shift control element halves which can be brought into active frictional engagement.

Abstract: A method is described for operating a parallel hybrid device train (1) of a vehicle having an internal combustion engine (2), an electric engine (3) and an output (5) wherein the electric engine (3) is disposed in the power train between the output (5) and the internal combustion engine (2) and both between the internal combustion engine (2) and the electric engine (3) and between the electric engine (3) and the output (5) is respectively provided a frictionally engaged shifting element (7, 8). In addition, a nominal output torque abutting on the output (5) can be adjusted according to the transmitting capacity of the first shifting element (8) located between the electric engine (3) and the output (5). According to the invention, the transmitting capacity of the first shifting element (8) is adjusted under control according to the nominal input torque required so that the first shifting element (8) has a transmitting capacity needed for producing the nominal output torque on the output (5).

Abstract: A method for actuating the transmission of a motor vehicle having a hybrid drive mechanism, especially for the case when an electric accumulator is loaded via the internal combustion engine and the selector lever (1) is locked electronically or via a mechanical selector lever locking device during the loading operation. Regarding the selector lever actuation, the driver's wish is detected by way of a sensor device (3) and when it is determined that the drive is going to activate a running step by the sensor device (3), the loading operation of the electric accumulator is immediately discontinued, via the internal combustion engine, and an operating state is adjusted which allows a safe activation of a transmission running step and subsequently the lock of the selector lever (1) is released or the selector lever locking device (2) is unlocked.

Abstract: A transmission is described, in particular an automatic transmission for a vehicle, having at least one shift control element formed at least of a second shift control element half that can be brought into active frictional engagement with a first shift control element half. The shift control element halves can be connected to non-rotating and rotating transmission components, and a positive-locking coupling device is provided at least between the first shift control element half and the transmission components that can be connected thereto. The coupling device also comprises a synchromesh device. In addition, a method is described for controlling a transmission that has at least one shift control element and two shift control element halves which can be brought into active frictional engagement.

Abstract: A transmission is described, in particular an automatic transmission for a vehicle, having at least one shift control element formed at least of a second shift control element half that can be brought into active frictional engagement with a first shift control element half. The shift control element halves can be connected to non-rotating and rotating transmission components, and a positive-locking coupling device is provided at least between the first shift control element half and the transmission components that can be connected thereto. The coupling device also comprises a synchromesh device. In addition, a method is described for controlling a transmission that has at least one shift control element and two shift control element halves which can be brought into active frictional engagement.

Abstract: A transmission device (3) of a vehicle for distributing a driving torque of a transmission input shaft (13) to at least two transverse vehicle shafts (4; 4X; 4Y; 4Z; 5). Between the transmission input shaft (13) and a transmission output shaft (15) gear elements (16 to 25) are disposed in a housing (11) for the purpose of implementing different gear ratios. One of the vehicle axles (4; 4X; 4Y; 4Z) extends through an inner space (10) of the housing (11). In a cross-sectional area disposed perpendicular to the longitudinal axis of the transmission device (3), in which area the transverse vehicle shaft (4; 4X; 4Y; 4Z) that is guided through the housing (11) is disposed, at least part of an electrical device (45, 46), which is mounted to the housing side, and/or at least part of a temperature control unit (47), which is mounted to the housing side, are provided.

Abstract: A transmission device (3) for a vehicle with an electric machine (26) that is arranged in a housing (11) is described. The electric machine (26) can be placed in active connection with a rotating component (13, 28) that can be guided in the power flow of the transmission device such that a level of torque that can be generated by the electric machine (26) can be transmitted to the component (13, 28). At least one electric component (45; 45Y) that comprises power electronics for the electric machine (26) is arranged in a cross-sectional area inside the housing (11) that is perpendicular to the longitudinal axis of the electric machine (26) and is located directly adjacent to the electric machine (26).

Abstract: The control of a shifting component (1) of a stepped automatic transmission is designed with one frictionally engaged element (2) and one form-locking element (3). When this shifting component (1) is engaged, a transmitting capacity of the frictionally engaged element (2) is first adjusted and when a synchronous state of the form-locking element (3) exists, the form-locking element (3) is closed. When the form-locking element (3) is closed, a transmitting capacity of the frictionally engaged element (3) is reduced. In case of a demand for disengaging the shifting component (1) before opening under load, the form-locking element (3) and the transmitting capacity of the frictionally engaged element (2) is increased so that a power flow, which is conveyed via the closed form-locking element (3) of the shifting component (1), can be conveyed via the frictionally engaged element when the form-locking element (3) is open.

Abstract: A method and a device for steering and regulating components of a hybrid driveline (1, 2). For the mode of operation sparing in fuel and poor in emission of a motor vehicle having one such driveline, it is provided that the input torque desired by the driver be distributed among the drive torques of one internal combustion machine (VM) and of at least one electric machine (EM1, EM2) and such a driving mode be selected so that the state of charge of an electric energy accumulator (28) is optimally adapted to the actual rather dynamic or rather economic mode of operation of the driver.

Abstract: A device and method for determination of the drive-power distribution in a hybrid driveline of a vehicle, a land or water vehicle or an aircraft. The device is characterized by a device for determining a nominal state of charge (soc_ksport) of an energy accumulator as a function of the driver's current, dynamic or economical manner of driving and for determining the current mode of operation (operating mode) of the driveline as a function of the nominal state of charge (soc_ksport), by way of a device (23) for determining the electrically possible nominal drive-power (em_soll_p1) for one electric machine as a function of the nominal state of charge (soc_ksport) and the current mode of operation (operating mode) of the driveline, and by a device for determining the nominal drive-power (vm_soll_p, em_soll_p) for the combustion engine and the at least one electric machine as a function of the electrically possible nominal drive-power (em_soll_p1).

Abstract: An automated multiple-gear transmission which includes a single planetary assembly having an annular gearwheel connected to a transmission output shaft, a first input shaft connected to one of the solar gearwheel or the planetary gearwheel web and a second input shaft connected to the other of the solar gearwheel and the planetary gearwheel web. A gearwheel assembly is connected from a transmission input shaft and includes a single countershaft and plurality of transmission ratio gearsets and a plurality of shift control elements for selectively connecting the first and second planetary assembly input shafts to the transmission ratio gearsets and a transmission housing.

Abstract: A gear selector device for a transmission of a motor vehicle in which at least one gear wheel 2, 3 and one sliding sleeve 4 are situated upon one transmission shaft 1. For axial displacement of the sliding sleeve 4 upon the transmission shaft 1, a pressure-medium actuatable shifting device 45 is used which is supplied with a control pressure medium through a hole 10 within the transmission shaft 1. When several such sliding sleeves 4, 20 are disposed upon such a transmission shaft 1, there results a higher total construction cost for the control pressure supply thereof. The object of the invention is a transmission shaft 1 having several sliding sleeves 4, 20 to reduce the total construction cost for the axial displacement of the sliding sleeves 4, 20. To the end, it is provided that the shifting devices 45, 46 of the sliding sleeves 4, 20 can be supplied independently of each other with a control pressure medium through one common pressure medium hole 6 in the transmission shaft 1.

Abstract: Described is a method for controlling and regulating a drive train of a vehicle comprising one drive unit, one transmission and one output unit. The transmission has controllable free-wheel device corresponding with toothed wheel pairs for disconnecting or connecting an old or a new gear and located on the input side one clutch. In the presence of a shifting signal for carrying out a higher traction shift, an input torque of the drive unit is quickly reduced so that a first vibration is induced in the drive unit. During a subsequent shifting, an operative connection is abruptly created between a free-wheel device and a toothed wheel pair corresponding therewith in a manner such that a second vibration counteracting the first vibration is produced in the drive train. With the engagement of the new gear the operative connection of the old gear is canceled as a result of a torque reversal from a pull torque to a push torque.

Abstract: An automatic transmission for motor vehicles (1) comprising a drive shaft (2) that can be linked with an internal combustion engine and an output shaft (3) that can be linked with at least one motor vehicle axle. Furthermore, it suggests a manual shiftable transmission (4) that comprises a first and a second planetary gear set (5, 6), several shift elements (7, 8, 9, 10, 11, 19) as well as an electric engine (14), which is provided as a starter/generator and/or for the continuous adjustment of the shiftable transmission (4) and/or for the at least partially electric driving operation of a motor vehicle. Pursuant to the invention the electric engine (14) can be connected to a first and/or a second shaft of the first planetary gear set (5) by means of two additional shift elements (12, 13).

Abstract: A transmission is described, in particular an automatic transmission, which has several shift control elements (A, B, C, D, E) and several gearwheels (2, 3) which can be engaged via the shift control elements (A to E) to form a power flow, in which, to establish a transmission ratio in each case at least one of the shift control elements (A to E) is closed. The shift control elements (B, C, E), which are engaged during an up-shift, are formed as frictional shift control elements, and the shift control elements (A, D), which during up-shifts respectively only constitute a shift control element to be disengaged, are made as positive-locking gear elements.

Abstract: Disclosed is a method for controlling and regulating the drive train of a vehicle, comprising a drive unit, a transmission and an output unit. The transmission has controllable free-wheel units corresponding with pairs of toothed wheels for disengaging or engaging an old or a new gear and a clutch mounted on the output side. In the presence of a shift command for carrying out a higher traction shift, the transmission capacity of the clutch is adjusted in a manner such that a current drive torque of the drive unit applied to said clutch is transmitted to the output unit and the clutch exhibits at least an approximately slip-free state. When a higher traction shift exists, an operative connection is suddenly created between a controllable free-wheel unit and a corresponding pair of toothed wheels of the new gear, and the operative connection of the old gear is at least almost simultaneously canceled.