Abstract: A drive system for an axle of a motor vehicle can be controlled. The drive system can have at least one drive unit driving a drive shaft, a first output shaft, and a second output shaft, as well as first and second clutches connecting the drive shaft to the first and second output shafts, respectively. A control unit of the drive system controls the clutches to operate at least at certain operating points with a micro-slip control in which a speed differential between the drive shaft and the output shaft of >0 revolutions per minute (RPM) and <50 RPM is set for the respective clutch. A travel state of the motor vehicle can be detected, including detecting: traveling straight ahead and cornering in the pull mode, and a control strategy can be selected and applied for each clutch, wherein the control strategy is different for different travel states.

Abstract: A transmission assembly for a hybrid vehicle includes an internal combustion engine and an electric machine, wherein a first drive torque of the internal combustion engine and a second drive torque of the electric machine are transferable to a drive shaft of the hybrid vehicle via the transmission assembly, wherein the transmission assembly comprises: a first transmission input shaft, via which the first drive torque 1 of the internal combustion engine is introduced into the transmission assembly; a second transmission input shaft, via which the second drive torque of the electric machine is introduced into the transmission assembly; the drive shaft; and at least a first planetary transmission including a first ring gear, a first planetary carrier and a first sun gear; wherein the first transmission input shaft is connected via the first planetary transmission to the second transmission input shaft and to the drive shaft.

Abstract: The disclosure relates to a method for calibrating a drive system for an axle of a motor vehicle; wherein the drive system includes at least one electric machine as the drive unit, a drive shaft driven by the drive unit, a first output shaft and a second output shaft, as well as a first clutch connecting the drive shaft to the first output shaft and a second clutch connecting the drive shaft to the second output shaft.

Abstract: A hydraulic actuator can be provided for actuating a functional part by a movement of a force transmission element, with a working piston which can be acted upon by a hydraulic pressure of a pressure supply and is movable thereover between a first extreme position and a second extreme position in a piston/cylinder unit, wherein two chambers separated from one another by the working piston are present and a first chamber is formed as a first working chamber with a pressure inlet and a hydraulic pressure applied to the first pressure inlet urges the working piston in the direction of the first extreme position in order to enlarge the first working chamber. At least one retaining means is provided which is capable of automatically locking the working piston in one of the extreme positions when this extreme position is reached, even without any hydraulic pressure being applied.

Abstract: A protective circuit includes a first field-effect transistor having a first drain terminal, a first source terminal and a first gate terminal, a control device by which an electrical first voltage between the first drain terminal and the first source terminal can be determined, and a first temperature sensor by which a first temperature of the first field-effect transistor can be detected, wherein a first resistance of the first field effect transistor and an electrical first current conducted via the first field-effect transistor can be determined by the control device based on the first temperature.

Abstract: Controlling a clutch by means of an actuator, wherein at least one first shaft can be torque-transmittingly connected to a second shaft by means of the clutch, the clutch in one of at least three states, where in an disengaged first state, a torque cannot be transmitted, in a second state, a torque can be transmitted such that the speeds of the first shaft and the second shaft are synchronized in the second state, and in an engaged third state, a required torque can be transmitted; wherein, in various states and in an operating mode associated with the particular state, the actuator is adjusted at a different speed in order to adjust the clutch.

Abstract: A method for controlling an actuator of an actuator unit of a motor vehicle includes detecting desired activation of the actuator, detecting whether a currently present operating state of the motor vehicle is a first operating state or a second operating state, selecting either a first control routine upon detecting the first operating state or a second control routine upon detecting the second operating state, and actuating the drive motor with the selected first control routine or second control routine. A drive motor of the actuator unit is controlled depending on the operating state of the motor vehicle. In the first operating state, an actuation of the actuator occurs according to the first control routine with high dynamics of the drive motor, and in the second operating state, the actuation of the actuator occurs according to the second control routine with adjusted dynamics of the drive motor.

Abstract: The disclosure relates to an overrunning clutch, comprising a torque-introducing clutch element, a torque-receiving clutch element and switching element, which is forced from an engagement position into a freewheeling position or from a freewheeling position into an engagement position in dependence on the direction of a sufficient change in the rotational angle position between the torque-introducing clutch element and the torque-receiving clutch element by means of an actuating force applied to the switching element by an actuator. According to the disclosure, the actuating force is a friction-induced actuating force, which is induced by means of a friction-force pairing between the actuator and a component of the overrunning clutch that is in frictional contact with the actuator and the actuator forms an interlockingly acting actuating stop, by means of which the actuating force acts on the switching element.

Abstract: A clutch device has at least a multiplicity of clutch discs which are in frictional contact with one another, and a control unit which controls the clutch device. The clutch device is calibrated repeatedly during an operating time of the clutch device. A first calibration is performed at a first point in time. A second calibration is performed at a second point following the first calibration. The first point in time and the second point in time are within a first operating time of the clutch device and occur within a first time interval. At least a third calibration is performed in a subsequent second operating time at a third point in time. At least the second calibration is performed within a second interval of the third point in time. The first and second intervals are determined by the control unit based on a mileage of a vehicle or an energy input into the clutch device. The first interval is shorter than the second interval.

Abstract: A parking lock unit for a transmission assembly of a motor vehicle includes a parking ratchet wheel defining a longitudinal axis and a first spring arrangement. A second spring arrangement is arranged radially outwards of the first spring arrangement with respect to a longitudinal axis. A supporting sleeve is arranged coaxially to the parking ratchet wheel and is supported in a circumferential direction by the transmission assembly. The supporting sleeve has at least one opening. At least one locking element is arranged between the first and second spring arrangements and is radially movable in the at least one opening with respect to the longitudinal axis. The locking element is spring loaded by at least one of the first and second spring arrangements. The at least one locking element is movable radially inwards into a locked position and radially outwards into a release position by rotation of an actuating ring about the longitudinal axis.

Abstract: A method and a device for operating a drive train of a motor vehicle are provided. The drive train includes at least a first and a second shaft, a first clutch having at least one first friction surface pairing, and an electric drive, the first and the second shaft being coupleable to one another via the at least one first friction surface pairing, wherein for cooling the first clutch, a fluid is used via which a drag torque of the first clutch is influenced after the first clutch is disengaged, the method including: a) Rotating the first shaft and the second shaft when the first clutch is at least partially engaged; b) Disengaging the first clutch; c) Accelerating the first shaft by means of the electric drive and discharging the fluid from an area of the at least one first friction surface pairing; wherein the drag torque of the first clutch is reduced by the accelerated discharge of the fluid.

Abstract: A method for operating an electrical machine is used to calculate a value of a first torque which can be provided at a maximum by the electrical machine in a future interval, wherein, by limiting the torque which is provided in the interval to the value, overheating of at least one semiconductor, which is required for transmitting the electrical power, due to a power loss is prevented and/or the threat of overheating and the onset of derating is diagnosed and therefore prevented.

Abstract: In an overrunning clutch, a clutch link axially overlaps another clutch link and a control element of a control mechanism, via which the axial displacement of a connecting link acting between the clutch links is initiated, is arranged on the radial inside of the overlap on the connecting link. The overrunning clutch is particularly suitable for use in a drive train of a motor vehicle and which can transmit high torque despite compactness in structure, operates extensively without noise in the overrunning direction, and has only low mass to be moved during a shifting process.

Abstract: For the field-oriented control of a permanently excited synchronous machine with reluctance torque a flux-generating current component and a torque-generating current component are determined as a function of a required torque. A voltage component in the flux direction is determined as a function of the flux-generating current component, and a voltage component perpendicular to the flux direction is determined as a function of the torque-generating current component. Upon determining a differential amount by subtracting a vectorial sum of the voltage components from a maximum voltage a first differential value is obtain, via output from a PI-voltage controller, based on the differential amount. Upon determining an input voltage component based on the flux-generating current component and the first differential value, the permanently excited synchronous machine is controlled based on the input voltage component.

Abstract: A dual clutch unit for variable torque distribution to two output shafts comprises: a clutch input part rotatably drivable about an axis; a first disk pack for transmitting torque from the clutch input part to a first clutch output part, wherein the first disk pack is axially loadable by a first pressure plate and is axially supported against the clutch input part via a first intermediate plate; a second disk pack for transmitting torque from the clutch input part to a second clutch output part, wherein the second disk pack is axially loadable by a second pressure plate and is axially supported against the clutch input part via a second intermediate plate; wherein the first intermediate plate and the second intermediate plate are axially arranged between the first disk pack and the second disk pack and are axially engaged with each other such that they are axially supported independently of each other against the clutch input part.

Abstract: Operating a drive train of a vehicle having a clutch assembly, wherein the clutch assembly is actuatable via an actuating device for the switchable transmission of a torque, wherein a first state of the actuating device, and thus a second state of the clutch assembly, is settable via a position of a drive unit of the actuating device, comprises: a) determining that a first torque request to the clutch assembly is constant; and b) determining that a first position of the drive unit is constant within the interval; and then c) controlling the drive unit with a dither function, wherein a position of the drive unit is continuously varied about the first position; and d) ending the dither function when the conditions stated in steps a) and b) are no longer met.

Abstract: A parking lock arrangement for a drive train of a motor vehicle includes a controllable locking mechanism and an unlocking mechanism. The controllable locking mechanism includes a spindle drive with a spindle shaft rotationally drivable about a spindle axis, an actuator for rotating the spindle shaft and a positioning element movable by rotating the spindle shaft for actuating a blocking element. The blocking element acts at least indirectly on a drive element in a blocking or releasing manner. The unlocking mechanism includes an unlocking element and a manually operable control element. The unlocking element is movable via the control element from a normal position, in which the unlocking element is spaced apart from the spindle shaft, into an engagement position, in which the unlocking element is coupled in torque-transmitting manner to the spindle shaft for forced releasing of the locking mechanism.

Abstract: The disclosure relates to a method for controlling an actuator or an actuator device, at least comprising a clutch and an actuator, which actuator has: an electric drive motor and a control device; a ramp mechanism, which comprises a rotatable first disk, which has first ramps, a second disk, which can be moved only in an axial direction and which has second ramps, and balls, which are arranged between the disks in the first ramps and second ramps; and at least one spring for moving the second disk in the axial direction.

Abstract: In the case of an axle drive unit with a power-shiftable two-speed transmission unit, in order to enable particularly simple and advantageous control of a gear change and to manage with a small number of components and a less complex control logic and control sensor system, the coordination of mechanically-passively implemented shifting thresholds of a friction clutch and a blocking device of a freewheel is provided, which makes it possible to control the friction clutch and the blocking device with the same control variable at always the same level.

Abstract: A differential transmission for transmitting a torque to an axle of a motor vehicle, has at least one driveshaft and at least one output shaft, which are connectable in torque-transmitting manner via a clutch within a housing of the differential transmission, wherein the clutch is actuatable via an actuating device, wherein the actuating device is mounted on the housing, wherein the at least one output shaft is mounted in a rotatable manner via a bearing, wherein the bearing is mounted on the actuating device; wherein a stop is arranged on the at least one output shaft such that an actuating force that is provided for actuating the clutch and acts at least in an axial direction is supported on the stop at least via the actuating device and the bearing.