Abstract: A cover-bearing arrangement for mounting a shaft which extends into a housing in the region of a housing opening and for closing off the housing in the region of the housing opening. The arrangement comprises a sleeve section which surrounds the shaft and which can be inserted into the housing opening, and a flange section which can be fastened to the housing. A bearing for rotatably mounting the shaft is arranged in the sleeve section. The sleeve section and the flange section are produced as a single-piece component from plastic.

Abstract: 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 means of 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: 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: Locking arrangement for locking a first element which is movably mounted in a first direction, by means of a second element which is movably mounted in a second direction transversely with respect to the first direction. First element has a toothed contour with at least two teeth and a tooth gap which lies between. Second element has a projection which has a projection length which is shorter than the tooth gap length. The projection can be introduced into tooth gap when there is movement in the second direction, to lock the first element. Each tooth has a face which points towards the second element and has a first contour. Projection has a face which points towards the first element and has a second contour. First and second contours are matched to one another so that the projection is deflected by the teeth from becoming inserted into tooth gap if first element moves faster than a predetermined locking speed and slower than a maximum speed of first element.

Abstract: A method (42) for preventing incorrect gear shifts in automatic transmissions (14) of motor vehicles comprising the following steps: determining a current output torque (Mis) of a source gear (GSOURCE); generating a history of output torques by storing the current output torque in the source gear (GSOURCE) for a time interval having a predetermined duration; determining an absolute value of a minimal output torque (Mmin) and an absolute value of a maximum output torque (Mmax) from the history (60) of output torques, comparing the two values and determining the greater absolute value; determining (S3) an absolute value of a target torque (MTARGET) of a target gear (GTARGET), if an instruction for a gear change exists; comparing (S4) the absolute value of the target torque (MTARGET) with the greater absolute value; and shifting (S5) the transmission (14) from the source gear (GSOURCE) to the target gear (GTARGET), if the absolute value of the target torque (MTARGET) is less than or equal to the greater absolute

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.

Abstract: An all-wheel drivetrain for a motor vehicle, which has at least two driven axles, comprising a characteristic torque converter transmission of longitudinal construction. To the input side of the transmission drive power is fed and the transmission serves for converting a characteristic of a drive engine. The output side of the transmission is connected to a transfer device, by means of which the drive power can be distributed to the two axles. The transmission has an output shaft which is connected to a first drive shaft for the first axle, and a countershaft parallel thereto. The output shaft and the countershaft are connected to one another by means of a first constant transmission ratio. The countershaft is connected by means of a second constant transmission ratio to a second drive shaft for the second axle. The transfer device is arranged coaxially with the second drive shaft.

Abstract: A method for detecting a fault state in an automated motor vehicle gearbox having two parallel branches. Each branch has a clutch and is configured to transmit driving torques from a drive unit to at least one driven wheel of the motor vehicle. The method comprises the steps of sensing whether both clutches are at least partially closed; of sensing the rotational speed of the at least one driven wheel and sensing the rotational speed of a non-driven wheel, and of detection of a fault state if both clutches are at least partially closed, and a difference between the rotational speeds of the wheels is greater than a predetermined reference value.

Abstract: A method for controlling shift process in dual-clutch gearbox having dual-clutch gearbox input shaft connected to a drive engine, having two friction clutches and two partial gearboxes, comprising detecting demand for a shift from source gear into target gear, the source gear and target gear assigned to first partial gearbox; opening friction clutch assigned to first partial gearbox and closing friction clutch assigned to other partial gearbox to transmit drive power via intermediate gear of other partial gearbox; disengaging source gear and temporarily conducting a pressure-exertion process in friction clutch assigned to the first partial gearbox before engagement of target gear, with rotational speed of first partial gearbox being reduced due to the pressure-exerting operation according to drag torque, opening friction clutch assigned to other partial gearbox and closing friction clutch assigned to first partial gearbox to transfer drive power to the target gear without an interruption in tractive force.

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 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 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 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: 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: An electrical synchronous machine, in particular for use as a drive machine in motor vehicle applications. A stator has an electrical winding arrangement for generating a rotating field. A rotor has magnetic flux generating means for generating a rotor flux with which the rotating field interacts. The rotor has a first rotor section with first magnetic flux generating means and a second rotor section with magnetic flux influencing means. It is possible to move the two rotor sections relative to one another between at least a first and a second relative position in such a way that the rotor flux provided by the rotor has a different magnitude in the two relative positions.

Abstract: A dual clutch transmission has a housing, a drive shaft arrangement, an output shaft and a countershaft. A plurality of gear sets is supported on the drive shaft arrangement and the countershaft, respectively. The gear sets are shifted by means of respective shifting clutches in order to engage different gears. The countershaft is connected to the output shaft via a constant output gear set. The gear sets are divided between two gear trains. A first forward gear and a reverse gear are each assigned to a different gear train. The gear set for the reverse gear is driven via an auxiliary shaft, which is in turn driven via a specific gear set. The specific gear set is assigned to the same gear train as the reverse gear.

Abstract: A method (42) for preventing incorrect gear shifts in automatic transmissions (14) of motor vehicles comprising the following steps: determining a current output torque (Mis) of a source gear (GSOURCE); generating a history of output torques by storing the current output torque in the source gear (GSOURCE) for a time interval having a predetermined duration; determining an absolute value of a minimal output torque (Mmin) and an absolute value of a maximum output torque (Mmax) from the history (60) of output torques, comparing the two values and determining the greater absolute value; determining (S3) an absolute value of a target torque (MTARGET) of a target gear (GTARGET), if an instruction for a gear change exists; comparing (S4) the absolute value of the target torque (MTARGET) with the greater absolute value; and shifting (S5) the transmission (14) from the source gear (GSOURCE) to the target gear (GTARGET), if the absolute value of the target torque (MTARGET) is less than or equal to the greater absolute

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: A lock arrangement for a transmission, in particular in the form of a parking-lock arrangement for an automated transmission. The lock arrangement is prestressed by a first spring accumulator into a locking position in which the transmission is locked. The lock arrangement is capable of being shifted by means of an actuator from the locking position into a release position in which the transmission is released. The lock arrangement has an electronically activatable blocking device which is designed for blocking the lock arrangement mechanically in the locking position.

Abstract: A component pairing comprises a first component with a first component toothing and comprises a second component with a second component toothing which is in engagement with the first component toothing in order to be able to transmit a drive force in a drive direction via the component toothings. The first component is also assigned a first anti-rattle toothing. An anti-rattle component is fastened to the second component, which anti-rattle component has a second anti-rattle toothing which is in engagement with the first anti-rattle toothing. The anti-rattle component is mounted so as to be displaceable relative to the second component in the drive direction. The second component and the anti-rattle component are assigned in each case one friction section. The friction sections are in frictional engagement with one another.