Abstract: A method for correcting an actuator characteristic of a clutch actuator for a friction clutch of a vehicle transmission after the commissioning of the vehicle. The actuator characteristic relates a first desired variable, such as a desired clutch pressure, to a second desired variable, such as an desired actuator current. The method includes approaching a quasi-steady-state operating point of the friction clutch. In addition, a deviation is detected between the first desired variable and an actual variable of the friction clutch. Also, a correction function is set up for the actuator characteristic according to the deviation.

Abstract: Parking lock arrangement, having a parking lock mechanism, which can be moved between a parking lock position and a release position, and having an operating device which is supported so that it can rotate about a first axis and which is designed, through rotation, to operate the parking lock mechanism. The parking lock arrangement further has an actuating mechanism and a coupling device which couples the operating device to the actuating mechanism. The actuating mechanism is supported so that it can rotate about a second axis relative to a drum, which is rotatable about the second axis via a drive.

Abstract: Parking-lock arrangement for a motor-vehicle transmission. The parking-lock arrangement has a parking-lock wheel which is mounted such that it can be rotated about a first axis. The parking-lock arrangement has a parking-lock pawl which is mounted such that it can be moved between a locking position and a release position. The parking-lock arrangement has an actuating arrangement which actuates the parking-lock pawl and is mounted such that it can be rotated about a second axis over an angular range. The angular range has a first angular section, within which the parking-lock pawl can be actuated, and a second angular section, within which the parking-lock pawl is held in a position.

Abstract: A drivetrain for a motor vehicle has a first electric machine provides drive power, wherein the first electric machine is connected to an electrical energy store. A differential can distribute drive power to two driven wheels or axles of the motor vehicle. A first transmission arrangement which connects the first electric machine to the differential. A second electric machine which is coupled to an internal combustion engine in order to charge the electrical energy store in a generator mode. A second transmission arrangement connects the internal combustion engine to the differential. The second transmission arrangement has a first gear stage and a second gear stage which can be alternately engaged, for the transmission of drive power from the internal combustion engine to the differential, by means of a clutch arrangement.

Abstract: A gear shift arrangement for a motor vehicle gear mechanism comprises at least one clutch arrangement by means of which a gear of the gear mechanism can be engaged and disengaged. An actuator arrangement is coupled with the clutch arrangement via a first force transmission device. A parking block arrangement is coupled with the actuator arrangement via a second force transmission device. The actuator arrangement can be moved into a parking block position in which the parking block arrangement is activated. The actuator arrangement is configured to engage the gear on its travel to the parking block position and/or in the parking block position via the first force transmission device. The first force transmission device has a decoupling device which is configured to move or to let move the actuator arrangement into the parking block position even when the clutch arrangement is blocked.

Abstract: Method for controlling a hybrid drivetrain which has a drive engine and a dual-clutch gearbox which, to establish two power transmission paths, has a first and a second friction clutch and a first and a second component gearbox. An electric machine is connected to the second power transmission path downstream of the second friction clutch in the power flow direction. Purely electric driving operation can be realized by means of the second component gearbox assigned to the second friction clutch. In the event of a gear change in the second component gearbox during purely electric driving operation, a fill-in torque is provided. The fill-in torque is provided from inertial energy of the previously cranked, non-fired drive engine, wherein the drivetrain also has an electric starter motor, and wherein the starter motor is used to crank the drive engine.

Abstract: Dual coupling gear mechanism for a motor vehicle, having a first input shaft and a second input shaft and having a first and a second countershaft, the input shafts and the countershafts being connected to each other by means of a plurality of shiftable wheel sets in order to establish at least seven forward gear stages and at least one reverse gear stage. At least one wheel set has a fixed wheel which is connected to one of the input shafts and two loose wheels which are rotatably supported on the first and on the second countershaft, respectively, and which are in engagement with the fixed wheel. An electric engine is connected to a loose wheel of one of the wheel sets or can be connected thereto by means of a shift clutch.

Abstract: A clutch arrangement has a rotary element which is mounted on a housing so as to be rotatable about a longitudinal axis and which defines a cavity. A clutch has a first clutch element and a second clutch element which can be coupled thereto, which clutch is arranged in the cavity. The first clutch element or the second clutch element is coupled to the rotary element. A fluidic actuator arrangement has a first and a second actuator element which can move relative to one another in order to activate the clutch. At least the first actuator element can be secured in a rotationally fixed fashion to the housing and extends from outside the rotary element into the cavity.

Abstract: Clutch arrangement for a motor vehicle drive train. The clutch arrangement has a first and a second clutch which are embodied as normally open clutches. The first clutch can be activated from an open position into a closed position by means of a first actuator arrangement. The second clutch can be activated from an open position into a closed position by means of a second actuator arrangement. The clutch arrangement has a locking device for locking a clutch in the closed position. Only the second clutch can be locked in the closed position by means of the locking device, while the first clutch cannot be locked in the closed position. Thus, the first actuator arrangement has to be supplied with energy in order to secure the first clutch in the closed position.

Abstract: Drive train for a motor vehicle, having an electric machine for providing motive power, and a transmission arrangement. The transmission arrangement has a transmission input shaft and a first and a second gear stage. The transmission input shaft is connected to the electric machine. The drive train has a differential, which is connected to an output of the transmission and is set up to distribute motive power to two drive shafts. The differential is connected to a helically toothed driving gear, which is in engagement with a helically toothed pinion of the transmission output. A pressure pad arrangement absorbs axial forces arising from the helical toothing.

Abstract: A hybrid drivetrain for a motor vehicle has an internal combustion engine, an electric machine, and a transmission arrangement for setting at least two different gears. The internal combustion engine and the electric machine are coupled to an input element of the transmission arrangement. A differential is coupled to an output of the transmission arrangement and is adapted to distribute motive power to two drive shafts. The electric machine and the internal combustion engine are coupled to a transmission input shaft of the transmission arrangement by way of a spur gear train.

Abstract: A clutch arrangement for connecting two components, which can rotate relative to one another, of a motor vehicle drive train, in particular for connecting two shafts of a transmission or a shaft to an idler gear rotatably mounted on the shaft. The clutch arrangement has a clutch and an actuator arrangement. The clutch is opened in a first actuator position of an actuator section of the actuator arrangement. The clutch arrangement has a locking device for locking the actuator section in a locked position to keep the clutch closed. The locking device has a slotted-link guide with a first guide section and a second guide section for the actuator section, wherein the locked position can be reached from the first actuator position via the first guide section, and wherein the first actuator position can be reached from the locked position via the second guide section.

Abstract: Method for determining an adjustment parameter in a hydraulic actuator arrangement for a motor vehicle drivetrain. The actuator arrangement has a pump and a hydraulic cylinder. A pressure port of the pump is connected to a port of the hydraulic cylinder. The adjustment parameter is a function of the volume of the fluid that must be delivered by the pump in order to realize a predetermined operating point of the actuator arrangement. The operating point is defined by a value pair of an operating point rotational speed value of the pump and an operating point control value of the pump. The method has the steps: regulating the pump to the operating point rotational speed value such that the pump delivers a fluid volume flow rate corresponding to the operating point rotational speed value; and integrating the fluid volume flow rate over the time until a termination operating state of the actuator arrangement, in which the control value of the pump is less than or equal to the operating point control value.

Abstract: A method for operating a hybrid drivetrain for a motor vehicle. Power is provided by an internal combustion engine in a first operating mode. Power is provided by an electric machine in a second operating mode. A change from one operating mode into the other operating mode is carried out according to the state of at least one of the drivetrain and the motor vehicle. The change of operating mode is controlled according to at least one switching variable, which is a function of a requested power target value.

Abstract: A drive train for a motor vehicle, having a drive unit which comprises a prime mover, a multi-step transmission and a power-splitting device which distributes the driving power between a first and a second drive shaft of a driven axle. The transmission comprises a transmission input and a first sub-transmission and a second sub-transmission. The prime mover is directly connected to the transmission input, wherein each of the two drive shafts is assigned a first and a second friction clutch. The first friction clutches connect the respective drive shaft to the first sub-transmission. The second friction clutches connect the respective drive shaft to the second sub-transmission. The first friction clutches and the second friction clutches form the power-splitting device.

Abstract: A method for adjusting the point of engagement of a friction clutch of a step-variable transmission for a motor vehicle, in particular a friction clutch of a dual clutch transmission. The friction clutch is controllably actuated by means of a clutch actuator and at least one synchronizer shifting clutch is controllably actuated by means of a shift actuator for the engagement and disengagement of a gear ratio of the spur-gear transmission. A set-point of the clutch actuator for the point of engagement of the friction clutch is adjusted as a function of a speed gradient value, which ensues from a transitional state with the friction clutch actuated and the shifting clutch actuated, once the shifting clutch is opened. The transitional state is established by setting the clutch actuator and the shift actuator to a respective transitional value substantially at the same time or, at least in sections, in parallel.

Abstract: A clutch arrangement for a drivetrain of a motor vehicle. The clutch arrangement has a first clutch, a second clutch, and a hydraulic actuator arrangement. The actuator arrangement has a first hydraulic cylinder for actuating the first clutch and a second hydraulic cylinder for actuating the second clutch. The actuator arrangement has an actuator pump which is driven by means of an electric motor and which can be operated in two directions of rotation. The actuator pump has a first port, which is connected to the first hydraulic cylinder, and a second port, which is connected to the second hydraulic cylinder. The actuator arrangement actuates the first or the second clutch depending on the direction of rotation of the actuator pump.

Abstract: Method for controlling a hybrid drivetrain which has a drive engine and a dual-clutch gearbox which, to establish two power transmission paths, has a first and a second friction clutch and a first and a second component gearbox. An electric machine is connected to the second power transmission path downstream of the second friction clutch in the power flow direction. Purely electric driving operation can be realized by means of the second component gearbox assigned to the second friction clutch. In the event of a gear change in the second component gearbox during purely electric driving operation, a fill-in torque is provided. The fill-in torque is provided from inertial energy of the previously cranked, non-fired drive engine, wherein the drivetrain also has an electric starter motor, and wherein the starter motor is used to crank the drive engine.

Abstract: Parking lock arrangement, having a parking lock mechanism, which can be moved between a parking lock position and a release position, and having an operating device which is supported so that it can rotate about a first axis and which is designed, through rotation, to operate the parking lock mechanism. The parking lock arrangement further has an actuating mechanism and a coupling device which couples the operating device to the actuating mechanism. The actuating mechanism is supported so that it can rotate about a second axis relative to a drum, which by means of a drive is rotatable about the second axis.

Abstract: A method for actuating a friction clutch, in particular for a motor vehicle drivetrain. The friction clutch is acted on with a clutch pressure generated by a hydraulic actuator arrangement which has an electrically actuable fluid source and which has a hydraulic actuator whose state is characterized by an actuator actual value. The actuator actual value is related to the clutch pressure. The method has the steps: forming a regulation-oriented model of the actuator arrangement, which model has at least one fluid source actuating variable as an input and at least the actuator actual value as a flat output and which model can be inverted; forming an inverse model of the actuator arrangement; and inputting an actuator nominal value into the inverse model and using the model actuating variable which emerges therefrom for actuating the fluid source.