Abstract: An electrical axle assembly for a motor vehicle comprises a first electric machine, which is rotationally fixed to a first input shaft, and a second electric machine, which is rotationally fixed to a second input shaft. The first input shaft and the second input shaft are arranged coaxially along an input axle. The axle assembly further comprises a first output shaft, which can be connected to a first driving wheel, and a second output shaft, which can be connected to a second driving wheel. The first output shaft and the second output shaft are arranged coaxially along an output axle. Further, they are connected to the associated input shaft via at least one transmission stage, in such a way that the driving wheels can be driven independently of one another by the electric machines. At least one of the shafts here has a bearing journal, which is radially supported in an axial bore of a shaft coaxial therewith.

Abstract: The invention relates to a method for controlling a shift process in a dual-clutch gearbox having a dual-clutch gearbox input shaft connected to a drive engine, having two friction clutches and having two partial gearboxes.

Abstract: Method for shifting, in particular engaging and/or disengaging, gears in an automatic multi-stage gearbox of a motor vehicle, wherein the gearbox comprises a drive input shaft (18) connectable to an engine drive output shaft (16) by means of a friction clutch (12) which acts as a separating clutch (12), and a drive output shaft (20) couplable to a drive wheel or to drive wheels of the motor vehicle, wherein a shift process takes place, in particular only, as a function of rotational speeds (n) of the shafts, wherein each gear is assigned a synchronizing device (36), which acts as a shift clutch, in order to connect the drive input shaft (18) to the drive output shaft (20), comprising the following steps: setting the separating clutch (12) into a dragging position such that a low, preferably predefined, drag torque is transmitted from the engine drive output shaft (16) to the drive input shaft (18), which drag torque is sufficient to bring a rotational speed (nIS) of the drive input shaft (18) when the shift c

Abstract: A method for controlling dual clutch transmission with at least two partial drive trains, each arranged to be coupled with an engine by means of a clutch, in that, a first clutch of an actively operated partial drive train currently transmitting torque is opened, whereas a second clutch of the partial drive train not actively operated is closed in the already engaged gear and determining a reduction of a maximum possible lateral guiding force of at least one drive wheel and determining torque transmitted by the clutches, wherein, in the case of reduction of the maximally possible lateral guiding force below a default value and in the case that torque is transmitted by both clutches, the torque of one of the clutches is reduced.

Abstract: A step variable transmission for a motor vehicle has a plurality of forward gear stages and at least one reverse gear stage. The transmission comprising: a drive input shaft arrangement, a drive output shaft arrangement, and a plurality of wheel sets which have loose wheels and shift wheels, wherein the shift wheels are rotatably mounted on a shaft arrangement and can be rotationally fixedly connected to the associated shaft arrangement by means of respective shift clutches.

Abstract: Dual clutch arrangement for a dual clutch transmission. The dual clutch arrangement has a housing, an input shaft, a first friction clutch, a second friction clutch, two output shafts, a hub which is fixed to the housing, a first piston/cylinder arrangement which is fixed to the housing, and a second piston/cylinder arrangement which is fixed to the housing. Input members of the friction clutches are connected to the input shaft. Output members of the friction clutches in each case are connected to one of the two output shafts. It is possible for the friction clutches to be actuated in each case by means of one of the piston/cylinder arrangements, which are fixed to the housing. At least one of the input members is rotatably mounted by means of a radial bearing arrangement on the hub which is fixed to the housing.

Abstract: A step variable transmission for a motor vehicle has a plurality of forward gear stages and at least one reverse gear stage. The transmission comprising: a drive input shaft arrangement, a drive output shaft arrangement, and a plurality of wheel sets which have loose wheels and shift wheels, wherein the shift wheels are rotatably mounted on a shaft arrangement and can be rotationally fixedly connected to the associated shaft arrangement by means of respective shift clutches.

Abstract: A method is disclosed for optimizing the gear-shifting sequence in a step-variable transmission fitted in a motor vehicle, in particular in an automated shift transmission, which has a plurality of gears, which can be engaged and disengaged by means of respective clutches, the method comprising the following steps: registering at least one of a tolerance-dependent and a wear-dependent parameter of a clutch of the step-variable transmission; and adjustment of a set-point displacement value of a gear-shifting member of the clutch, which corresponds to the parameter and which is approached in the course of a gear shift, as a function of the value of the parameter registered.

Abstract: A transmission configuration includes an automated dual-clutch transmission having two transmission sections with respective input shafts, respective output shafts and respective motor clutches. The motor clutches are connected, on a motor side thereof, to a drive shaft and to a respective one of the input shafts on a transmission side thereof. A drive-side speed sensor unit is disposed at the drive shaft. An input-side speed sensor configuration includes sensor wheels connected, fixed against relative rotation, to respective ones of the input shafts, and pulse sensors disposed stationary with respect to a housing and within an effective range of the respective sensor wheels. The input-side speed sensor configuration is configured to detect a speed of the input shafts and a direction of rotation of at least one of the input shafts. A method for controlling an automated dual-clutch transmission is also provided.

Abstract: An actuator arrangement for a clutch of a drive train for motor vehicles. The clutch is prestressed into an opened position and can be activated electromechanically. An electric motor can be coupled to the clutch in order to activate it. A control unit actuates the electric motor. The actuator arrangement has a safety device which is connected to the electric motor parallel to the control unit. The safety device is configured, in the case of a fault state, to supply electrical power to the electric motor independently of the control unit in order to open the clutch.

Abstract: A hydraulic circuit for a toroidal transmission comprises: a) a single pump, b) a main pressure controller connected to the pump to generate a main line pressure in a main line, c) a roller controller connected to the main line to generate two roller control pressures from the main line pressure, d) at least one hydraulic roller actuator for adjusting a roller in a toroidal space set up by two disks, the roller actuator being connected to the roller controller, e) a disk controller connected to the main line, a disk control pressure being generated in the disk controller from the main line pressure, and f) at least one hydraulic disk actuator for axially adjusting at least one of the disks, the disk actuator being connected to the disk controller.

Abstract: A hydraulic circuit for a dual clutch transmission for motor vehicles comprises a first and a second clutch that can be hydraulically actuated and a first and a second pressure control valve for regulating the clutch pressure of the first and second clutches. In this circuit there is provided a single central valve, which in a first position connects the pressure control valves to the respective clutches and in a second position disengages the pressure control valves from the respective clutches.

Abstract: An actuator arrangement for a twin-clutch transmission has a first and a second partial transmission. The first partial transmission contains odd forward gear stages and the second partial transmission contains even forward gear stages. At least one first and one second selector drum have in each case one controllable drive motor and at least one control cam. Each control cam is assigned at least one cam follower. The control cam of at least one selector drum encircles through at least 360°. The associated drive motor is designed to drive said selector drum through at least 360°. The gear stages are distributed on the two selector drums, and arranged on the control cams, in such a way that at least one direct multiple shift can be carried out.

Abstract: A method for controlling an automated step-by-step variable transmission which has a plurality of gear stages which set up a different transmission ratio in each case. The method comprises the steps: a) detecting whether a gear stage is to be engaged, b) detecting an input actual variable which is substantially proportional to an input rotational speed of the step-by-step variable transmission, and an output actual variable which is substantially proportional to an output rotational speed of the transmission, c) checking as to whether a difference between a ratio of the input and the output actual variables and the transmission ratio which would be set up by the gear stage is smaller for a predefined timespan than a predefined tolerance range, and d) determining a fault state if the difference does not lie within the tolerance range for the predefined timespan.

Abstract: A step-by-step variable transmission has a housing, a drive input shaft device, a drive output shaft and a countershaft. A plurality of gearwheel sets are mounted on the drive input shaft and on the countershaft. The gearwheel sets can be shifted so as to establish different gear stages by means of respective shift clutches. The countershaft is connected to the drive output shaft by means of a drive output constant wheel set. The drive output shaft is rotatably mounted in the region of its opposite ends on the housing by means of two bearings. At least one of the gearwheel sets is mounted in the region in the axial direction between the two bearings of the drive output shaft.

Abstract: A synchronizer clutch for a motor vehicle multistep transmission, having a guide sleeve which is fixedly arranged on a shaft, and a synchronizer ring which is mounted so as to be moveable relative to the guide sleeve. The guide sleeve has an axial contact face which an axial face of the synchronizer ring can abut against when the latter is in a rest position. At least one of the axial contact face and the axial face has at least one depression which is not significant in terms of the general function of the synchronizer clutch, but reduces the contact area between the axial contact face and the axial face in the rest position. Thus, when the synchronizer ring moves axially away from the guide sleeve, there is essentially no adhesion on account of lubricating oil.

Abstract: A shifting device for a change-speed transmission, in particular for a motor vehicle, having a shifting gate which has at least one recess, and having a first guide pin which is arranged in such a manner that it engages in the recess of the shifting gate in order to prevent a simultaneous engagement of two speeds of the change-speed transmission, wherein a second guide pin is arranged at a distance from the first guide pin, and in that the shifting gate on the one hand and the guide pins on the other hand can be moved relative to each other in order to change over between different speeds of the change-speed transmission.

Abstract: A transmission configuration includes an automated dual-clutch transmission having two transmission sections with respective input shafts, respective output shafts and respective motor clutches. The motor clutches are connected, on a motor side thereof, to a drive shaft and to a respective one of the input shafts on a transmission side thereof. A drive-side speed sensor unit is disposed at the drive shaft. An input-side speed sensor configuration includes sensor wheels connected, fixed against relative rotation, to respective ones of the input shafts, and pulse sensors disposed stationary with respect to a housing and within an effective range of the respective sensor wheels. The input-side speed sensor configuration is configured to detect a speed of the input shafts and a direction of rotation of at least one of the input shafts. A method for controlling an automated dual-clutch transmission is also provided.

Abstract: A process for controlling an automated motor vehicle drive train which has an engine and a transmission, with the step of at least once detecting at least one wear parameter of the transmission during its running performance, the wear parameter representing the wear or the fatigue of at least one component of the transmission. A load limit parameter, which represents the maximum load on the transmission due to the engine, is set as a function of the detected wear parameter.

Abstract: A transmission configuration includes an automated dual-clutch transmission having two transmission sections with respective input shafts, respective output shafts and respective motor clutches. The motor clutches are connected, on a motor side thereof, to a drive shaft and to a respective one of the input shafts on a transmission side thereof. A drive-side speed sensor unit is disposed at the drive shaft. An input-side speed sensor configuration includes sensor wheels connected, fixed against relative rotation, to respective ones of the input shafts, and pulse sensors disposed stationary with respect to a housing and within an effective range of the respective sensor wheels. The input-side speed sensor configuration is configured to detect a speed of the input shafts and a direction of rotation of at least one of the input shafts. A method for controlling an automated dual-clutch transmission is also provided.