Abstract: An electric axle drive unit for an axle of a vehicle has an electric machine. The drive output of electric machine can be connected to the input of a transmission device. The electric drive unit has a differential gear, the input member of which is connected to an output of the transmission device. The output members of the differential gear can be connected respectively to a left-hand and a right-hand driveshaft of the axle. At least one transmission stage of the transmission device and the differential gear are arranged on opposite sides of the electric machine in the axial direction. The differential gear is connected to the transmission stage by means of a hollow shaft.

Abstract: A drive unit comprises a clutch arrangement and a transmission which is connected to the clutch arrangement by way of a shaft arrangement. A fluid supply device is arranged radially inside the clutch arrangement and around the shaft arrangement, in order to supply the clutch arrangement with fluid. The shaft arrangement extends into the transmission. The transmission comprises a plurality of transmission components along the shaft arrangement. The components are supplied with fluid for at least one of lubrication and cooling purposes. A radial inlet duct leads from the fluid supply device into the interior of the shaft arrangement. An axial duct extends inside the shaft arrangement. At least one radial outlet duct inside the transmission leads from the axial duct to the transmission components, in order to supply these with fluid.

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: 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: 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: 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: An actuator arrangement for the axial displacement of an actuation member by means of a drive force which is generated by an electric machine, in particular for a shift-clutch arrangement of a multi-step gear change transmission. The actuation member is mounted axially displaceably on a rotary shaft. The electric machine has a stator fixed to a housing and a rotor which is coupled to the actuation member and is arranged coaxially with respect to the actuation member. The rotor is coupled to the actuation member with a form fit in the axial direction. Here, the rotor or the actuation member has a radial projection which engages into a radial groove of the other part.

Abstract: A hybrid drive train for a motor vehicle, having an internal combustion engine for making available internal-combustion-engine drive power. A multi-step transmission has a transmission input and a transmission output. The transmission input can be connected to the internal combustion engine. The multi-step transmission is designed to set up a multiplicity of different forward gear ratios. An electric machine makes available electromotive driver power. The multi-step transmission is a range-change transmission having a first transmission group and a downstream second transmission group. The electric machine is connected to the input of the second transmission group.

Abstract: A method for opening a closed clutch arrangement of a drivetrain for a motor vehicle. The clutch arrangement is activated in such a way that the torque which it can transmit is reduced up to an opening point at which torque can no longer be transmitted via the clutch arrangement. The clutch arrangement is placed into an intermediate slip state before the opening point is reached.

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: 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 method for monitoring an automated drive train of a motor vehicle, in particular of a passenger car. The drive train comprises a drive engine, a friction clutch arrangement and a multi-speed transmission. The friction clutch arrangement connects or disconnects the drive engine to/from the multi-speed transmission. The method comprises the step of determining at least one rotational speed parameter of the drive train; checking whether the rotational speed parameter is greater than a first threshold value for a first predetermined time interval, and initiating a measure in the drive train in order to lower the rotational speed parameter if the rotational speed parameter is greater than the first threshold value for the first predetermined time interval.

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 means of 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 for a transmission comprises a shaft having an axial bore into which oil can be introduced via an oil supply system, at least one loose wheel which is rotatably supported on the shaft via a bearing, and a shift clutch arrangement which is arranged for connecting the loose wheel with the shaft in a rotationally fixed manner. The shift clutch arrangement comprises a guide sleeve which is connected with the shaft via a tooth engagement in a rotationally fixed manner. The axial bore is connected via at least one transversal bore with the outer circumference of the shaft, so as to supply oil to the bearing and to the shift clutch arrangement. The transversal bore is arranged in an area of the tooth engagement between the guide sleeve and the shaft. A channel is provided 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.

Abstract: The present invention relates to a hybrid drive train for a motor vehicle, comprising a clutch arrangement having a first rotatable clutch part and a second rotatable clutch part, which clutch parts can be separated from one another and which can be connected to one another, and comprising an electrical machine which is arranged concentrically with respect to the first clutch part and has a rotor, wherein the rotor is connected with the first clutch part and comprises a plurality of magnetic flux influencing portions, the magnetic flux influencing portions being arranged distributed over the circumference of the rotor with a predetermined rotor pitch. Here, the first clutch part comprises a shaft toothing that is adapted to the rotor pitch.

Abstract: A clutch arrangement (10) for a motor vehicle transmission (80) is proposed for connecting a shaft (12) to a rotational element (14), in particular to a freely moving wheel (14), which is mounted thereon, wherein the clutch arrangement (10) has: a sliding sleeve (22) which is connected in a rotationally fixed fashion to the shaft (12) and is mounted in an axially displaceable fashion on the shaft (12) between a closed position and an open position and has a first sliding toothing (24); a clutch element (26) which is connected in a rotationally fixed fashion to the rotational element (14) and has a second sliding toothing (28) into which the first sliding toothing (24) can be inserted axially in the closing direction (30) in order to connect the rotational element (14) to the shaft (12) in the closed position; and an actuator arrangement (40) for axially sliding the sliding sleeve (22).

Abstract: A drive train for a motor vehicle has an internal combustion engine and a hydraulically shiftable transmission unit. The input of the transmission can be connected via a clutch arrangement to a crankshaft of the internal combustion engine. The output of the transmission can be connected to driven wheels of the motor vehicle. The crankshaft is connected to a pump shaft which drives a pump arrangement for a hydraulic arrangement, by means of which the transmission unit is shifted and/or lubricated. The pump shaft is connected to an electric machine. The pump shaft is connected to the crankshaft via a constrained motion mechanism. The electric machine is arranged in the axial direction between the constrained motion mechanism and a pump of the pump arrangement.

Abstract: A drive train for a motor vehicle, which has a first and a second axle. The drive train has a first drive unit for permanently driving the first axle and an electric drive unit, which is arranged in the region of the second axle and has an electric motor. A shift clutch package contains a first shift clutch for setting up a first transmission ratio and a second shift clutch for setting up a second transmission ratio between the electric motor and an output of the electric drive unit. The electric drive unit is arranged parallel to an input shaft of a transverse differential of the second axle.

Abstract: The invention relates to an actuating mechanism for engaging and disengaging a separating clutch of a single-clutch or multiple-clutch transmission, which has a housing, for a motor vehicle, having: an actuating drive; a cam segment which has a curved recess and which is rotatable about a first bearing, said first bearing being fixed with respect to the housing, and which can be rotated by the actuating drive in an engagement rotational direction or a disengagement rotational direction; and an engagement fork which is rotatable about a second bearing, said second bearing being fixed with respect to the housing, and which is coupled at one side of the fork to the cam segment by means of a cam follower and which can be coupled on an opposite side of the fork to the separating clutch in such a way that the separating clutch is closed in the event of a rotation of the cam segment in the engagement rotational direction and the separating clutch is opened in the event of a rotation of the cam segment in the disenga

Abstract: A drive unit comprises a clutch arrangement and a transmission which is connected to the clutch arrangement by way of a shaft arrangement. A fluid supply device is arranged radially inside the clutch arrangement and around the shaft arrangement, in order to supply the clutch arrangement with fluid. The shaft arrangement extends into the transmission. The transmission comprises a plurality of transmission components along the shaft arrangement. The components are supplied with fluid for at least one of lubrication and cooling purposes. A radial inlet duct leads from the fluid supply device into the interior of the shaft arrangement. An axial duct extends inside the shaft arrangement. At least one radial outlet duct inside the transmission leads from the axial duct to the transmission components, in order to supply these with fluid.