Abstract: A fully power-shiftable double clutch transmission DCT of a drive train for a motor vehicle, in particular for a commercial vehicle having has a drive shaft on the drive side, an output shaft on the output side, and a double clutch which comprises at least two clutches with a main transmission assembly comprising at least two component transmissions. The clutches are connected in each case to an input shaft of a component transmission, the component transmissions, furthermore, preferably spur gears in four input gear planes and two output gear planes and a rear-mounted group. The double clutch transmission, furthermore, comprising a multiplicity of shifting elements, and the double clutch transmission and being of fully power-shiftable configuration with at least 12 gears by way of a suitable arrangement and configuration of the spur gear stages, consisting of movable gear and fixed gear, and the shifting elements.

Abstract: A chassis for a utility vehicle, in particular for semi-trailer vehicles, is comprised of: a front subassembly assigned to a front axle region of the utility vehicle, a rear subassembly assigned to a rear axle region of the utility vehicle, and a central subassembly which connects together the front subassembly and the rear subassembly.

Abstract: A drive unit for a motor vehicle with hybrid drive. The drive unit includes an input shaft which may be connected to the crankshaft of an internal combustion engine of the motor vehicle, a gearbox shaft which may be connected via a toothed hub of a clutch plate as an input shaft of the downstream gearbox, and an electric machine, the rotor of which is connected rotationally fixedly to the clutches. The components are accommodated in a housing having a radially extending housing wall as a bearing wall which forms a physical separation of a chamber of the electric machine and a chamber of the clutches.

Abstract: A drive unit for a motor vehicle with hybrid drive. The drive unit includes an input shaft which may be connected to the crankshaft of an internal combustion engine of the motor vehicle, a gearbox shaft which may be connected via a toothed hub of a clutch plate as an input shaft of the downstream gearbox, and an electric machine, the rotor of which is connected rotationally fixedly to the clutches. The components are accommodated in a housing having a radially extending housing wall as a bearing wall which forms a physical separation of a chamber of the electric machine and a chamber of the clutches.

Abstract: A method of controlling at least one coupling in a powertrain of a motor vehicle includes the steps of: determining at least one slip value which represents an instantaneous slip between different axles of the motor vehicle or between different wheels of an axle; forming an absolute value of the slip value which corresponds to the amount of the slip value; summing the absolute value or a substitute value derived therefrom to a last-formed slip sum value to form an instantaneous slip sum value; comparing the instantaneous slip sum value with a slip sum threshold value: and generating a control signal for actuating the coupling if the instantaneous slip sum value reaches or exceeds the slip sum threshold value.

Abstract: A clutch device has a first clutch part and a second clutch part which can selectively be brought into engagement with one another with form fitting as well as a control unit which includes a disengagement unit and an actuator unit operable by means of a fluid pressure. A force disengaging the clutch parts can be generated by the disengagement unit and a force engaging the clutch parts can be generated by the actuator unit. The control device includes a pressure holding device to reduce a fluid pressure acting on the actuator unit in accordance with a predefined characteristic.

Abstract: A method of controlling at least one coupling in a powertrain of a motor vehicle includes the steps of: determining at least one slip value which represents an instantaneous slip between different axles of the motor vehicle or between different wheels of an axle; forming an absolute value of the slip value which corresponds to the amount of the slip value; summing the absolute value or a substitute value derived therefrom to a last-formed slip sum value to form an instantaneous slip sum value; comparing the instantaneous slip sum value with a slip sum threshold value: and generating a control signal for actuating the coupling if the instantaneous slip sum value reaches or exceeds the slip sum threshold value.

Abstract: A drive axle for a light vehicle includes a chain drive and a differential, which comprises a differential cage (2) with a long neck (6, 7) at both sides, balance pinion gears (13) and two axle pinion gears (16), with the axle pinion gears (16) being journaled radially and axially in the differential cage (2). Proximal ends of axle shafts (21, 22) are plugged in the axle pinion gears (16) and at the distal ends of the necks (6, 7) in radial bearings (19) of the differential cage (2) and are supported further outwardly in a fixed bearing (33, 34) connected to the vehicle. The axle pinion gears (16) have conical parts (17) at their rear side remote from the balance pinion gears (13) and can cooperate with a conical inner wall of the differential cage (2).

Abstract: A drive axle for a light vehicle having a chain drive and a differential is provided, wherein the axle pinion gears (11, 12) are connected to their half-axles (6, 7) in one piece and to the vehicle via fixed bearings (8, 8?). One of the half-axles (6) is made as a tube which receives an inner shaft (13) in a journaled manner which is fixedly plugged in the other half-axle (7). The differential cage (22, 22?) is partly spherical and surrounds the balance pinion gears (20) and is fixedly connected to a chain sprocket (25). The differential cage comprises two symmetrical shells (22, 22?) between which the chain sprocket (25) is directly fastened to the balance pins.

Abstract: A method is provided for the determination of a torque which is transmitted along a torque transmission path which extends at least along a shaft of a motor vehicle. A rotary position signal is produced by a first speed of rotation sensor at a first section of the transmission path and a rotary position signal is produced by a second speed of rotation sensor at a second section of the transmission path. At a point in time at which a known torque is transmitted along the transmission path, a first rotary position signal relationship is determined with reference to the instantaneously generated rotary position signals, the rotary position signal relationship serving as an offset value. At a later point in time, a second rotary position signal relationship is determined with reference to the instantaneously generated rotary position signals. The transmitted torque is calculated on the basis of the offset value and of the second determined rotary position signal relationship.

Abstract: A drive axle for a light vehicle includes a chain drive and a differential, which comprises a differential cage (2) with a long neck (6, 7) at both sides, balance pinion gears (13) and two axle pinion gears (16), with the axle pinion gears (16) being journaled radially and axially in the differential cage (2). Proximal ends of axle shafts (21, 22) are plugged in the axle pinion gears (16) and at the distal ends of the necks (6, 7) in radial bearings (19) of the differential cage (2) and are supported further outwardly in a fixed bearing (33, 34) connected to the vehicle. The axle pinion gears (16) have conical parts (17) at their rear side remote from the balance pinion gears (13) and can cooperate with a conical inner wall of the differential cage (2).