Abstract: Method for determining the temperature of a fluid in a hydraulic arrangement for a motor vehicle. The hydraulic arrangement has a pump arrangement, which is driven by means of a drive motor, and a pressure sensor, which is connected to a discharge port of the pump arrangement and is used to measure the pressure of the fluid. The pump arrangement is connected to a tank via a leakage point. The temperature of the fluid is determined on the basis of a relationship between a state variable of the drive motor and the temperature of the fluid at a predetermined pressure of the fluid, said relationship being specific to the hydraulic arrangement.

Abstract: Actuator arrangement for a drive train. The actuator arrangement has an actuator pump driven by electric motor, and a clutch actuator, which is designed for actuation of a friction clutch of the drive train and which is connected to a discharge port of the actuator pump. The actuator arrangement has a parking lock actuator, which is designed for actuation of a parking lock arrangement of the drive train. The parking lock actuator has an open position, in which the parking lock arrangement is released, and a closed position, in which the parking lock arrangement is closed. The parking lock actuator is likewise connected to the discharge port of the actuator pump. The parking lock arrangement can be retained in at least one of the open position and the closed position by means of a retaining device.

Abstract: Step-variable transmission for a motor vehicle. The transmission has a gearbox inlet, which can be connected to a drive motor, and has a gearbox outlet, which can be connected to a driven axle of the motor vehicle. The step-variable transmission is designed for establishing at least a first gear and a further gear. Power in the first gear is transmitted from the gearbox inlet to the gearbox outlet by way of a first clutch arrangement. Power in the further gear is transmitted from the gearbox inlet to the gearbox outlet by way of a second clutch arrangement. The second clutch arrangement comprises a powershift clutch. The first clutch arrangement comprises an overrunning clutch.

Abstract: An electric machine arrangement for an electric axle of a motor vehicle has an electric machine. The electric machine is connected via a gearbox to at least one drive shaft which can be connected to a driven wheel of the motor vehicle. Further, the machine arrangement has a machine housing. The electric machine has a stator fixed to the housing and a rotor which is connected to an input element of the gearbox. The rotor is rotatably mounted on the machine housing by a first and a second rotor bearing section. The first rotor bearing section is connected to a machine output shaft which is connected to the input element of the gearbox. The machine output shaft is guided through the second rotor bearing section in a contactless fashion.

Abstract: A shaft arrangement having a shaft and at least one component, which is arranged on the shaft and which is to be lubricated and/or cooled by a fluid. A fluid feed device being designed to feed the fluid to the shaft arrangement radially from outside. The component is a shaft sealing ring, which rests on the shaft and which is fixed to a housing. A baffle plate, which with the shaft sealing ring defines a fluid baffle chamber and which is separated by an annular gap from the outer circumference of the shaft, is arranged axially next to the shaft sealing ring. The fluid feed device is arranged so that fluid is fed into the fluid baffle chamber.

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: The invention relates to a hybrid drive unit, in which for the most optimum possible synergetic use of the combustion engine drive and electromotive drive, a multi-speed clutch- and gear assembly is provided, in which both the combustion engine drive power and also the electromotive drive power is introduced into an input member of the clutch- and gear assembly. Hereby, numerous drive variants are made possible, which allow the drive machines to cooperate with each other according to requirements. The invention additionally relates to the method by which such a drive unit is operated.

Abstract: An actuator arrangement for a motor vehicle drive train has a control device, an electric actuator and a drive circuit for the actuator. The drive circuit receives at least one nominal signal relating to an actuator from the control device and converts it into a drive signal for the actuator. The control device is checked for faults by means of a monitoring device. The drive circuit and/or a power stage which is arranged between the drive circuit and the motor receives a reset signal when such a fault occurs. Further, the control device is configured to check the function of the drive circuit and to generate a reset signal for the drive circuit and/or for the power stage if a malfunction occurs.

Abstract: A shaft arrangement for a transmission comprises a shaft having an axial bore connected to an oil supply system, at least one loose wheel rotatably supported on the shaft via a bearing, and a shift clutch arrangement which connects the loose wheel for rotation with the shaft. The shift clutch arrangement comprises a guide sleeve connected for rotation with the shaft via a tooth engagement. The axial bore supplies oil to the bearing and shift clutch arrangement via a transversal bore in an area of the tooth engagement between the guide sleeve and the shaft. A channel in at least one of an area of a toothing of the guide sleeve and an area of the toothing of the shaft, which, together with the guide sleeve toothing, forms the tooth engagement connects the transversal bore with an area between the guide sleeve and the bearing.

Abstract: Actuator arrangement for a drive train, which has at least one friction clutch for transmitting drive torque and has a transmission. The friction clutch can be actuated by means of a hydraulic clutch cylinder, which is connected directly to a pump port of a pump driven by an electric motor in order to actuate the friction clutch, such that the friction clutch can be actuated by varying the speed of the pump. The actuator arrangement has a parking lock actuator device for actuating a parking lock arrangement of the drive train. The parking lock actuator device has at least one hydraulic parking lock cylinder, which can be connected to the pump, such that the parking lock arrangement can be actuated by varying at least one of the direction of rotation or the speed of the pump.

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 counter-shafts 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 counter-shaft, 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 method for setting the engagement point of a friction clutch of a multi-step transmission for a motor vehicle. The friction clutch can be activated, controlled, by means of a clutch actuator. A set point value of the clutch actuator is set for the engagement point of the friction clutch as a function of a time profile of a physical variable which occurs starting from a transition state after activation of the friction clutch to a transition value. An electric machine is connected to the multi-step transmission. Influencing of the multi-step transmission by the electric machine is taken into account in the setting of the engagement point of the friction clutch.

Abstract: A system and method for maintaining the operation of an automated transmission (16), particularly a dual dutch transmission, for a motor vehicle, in case of a failure of an engine speed sensor (50) or a bus connection (44) between a first control module (42) controlling an engine (28) being connectable to the transmission (16) through at least one separation clutch (12, 149), and a second control module (34) controlling regulating units (12, 14) for connecting the engine (28) to the transmission (16) or to one or more driving wheels (34) in a force-transmitting manner, wherein gear-shift relevant data, particularly a number of revolutions (no) of the engine, is exchanged between the control modules (34, 42) over the bus connection (44).

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 parking lock arrangement for a motor vehicle gearbox. A parking lock cog can be fixed to a shaft of the motor vehicle gearbox rotatable about a first axis. A parking lock pawl is supported so that it can pivot about a second axis. An actuating mechanism can pivot the parking lock pawl into a locking position, in which the parking lock pawl meshes with the parking lock cog. A release mechanism can pivot the parking lock pawl out of the locking position into a release position, in which the parking lock pawl is decoupled from the parking lock cog. The actuating mechanism has a cam, which is supported so that it can pivot about a third axis and which in a first cam position holds the parking lock pawl in the locking position.

Abstract: A method for activating a clutch of a vehicle drive train. A controller of an electronic control unit generates an electrical desired-value signal corresponding to a desired pressure with which the clutch is to be acted upon. The control unit receives from a sensor an electrical actual-value signal which is to correspond to an actual pressure with which the clutch is acted upon. The sensor measures the pressure at a measurement location which is connected via a transfer link to an action location at which the clutch is acted upon with a clutch pressure. The actual-value signal passes through a transfer element having a delay property before it is delivered to the controller.

Abstract: A shift arrangement for a motor vehicle transmission has a multiplicity of gear stages. The shift arrangement has a shift shaft which is aligned in an axial direction and has a multiplicity of shift members which are designed to engage on shift sleeves which can be displaced axially in order to shift the gear stages. The shift shaft is mounted so as to be rotatable in order to select in each case one of the shift sleeves and so as to be axially displaceable in order to shift the gear stages. The shift members have in each case one driver device for coupling to the shift shaft. The shift shaft has a coupling arrangement which is designed to engage, depending on the rotational position of the shift shaft, in each case with a driver device of one of the shift members in order to couple that shift member axially to the shift shaft.

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: Shift arrangement for a motor vehicle gearbox. The shift arrangement has a shift element which can be connected or is connected to a shift member. The shift arrangement has a hydraulic actuator by means of which the shift element can be moved in a first shifting direction and in an opposing second shifting direction. The hydraulic actuator comprises a double-acting hydraulic cylinder which has a first cylinder port and a second cylinder port. The shift arrangement has a hydraulic circuit which has a pump and is connected to the first and second cylinder ports. The pump is connected to an electric motor as a pump drive and is embodied as a bidirectional rotational pump which has a first pump port which is directly connected to the first cylinder port, and which has a second pump port which is directly connected to the second cylinder port. The shift element can be moved by changing the rotational speed and/or the direction of rotation of the electric motor.

Abstract: A dual clutch arrangement for a dual clutch transmission for motor vehicles has a first and a second friction clutch. The friction clutches have a common input member and in each case one output member. The output member of the first friction clutch is connected to a first shaft. The output member of the second friction clutch is connected to a second shaft which is formed as a hollow shaft concentrically around the first shaft. The first and the second friction clutches are nested radially one inside the other. The input member is mounted radially on the second shaft.