Abstract: An electrical machine with a rotor which has at least one electrical sheet. The electrical sheet having crosspieces, wherein the crosspieces have a deformation in a direction normal to the plane of the electrical sheet.

Abstract: The invention relates to a powertrain for a motor vehicle having a permanently driven primary axle, comprising: a drive unit for the generation of a drive torque; a first clutch for the transfer of a variable portion of the drive torque to a secondary axle of the motor vehicle; a second clutch for the deactuation of a torque transfer section of the powertrain arranged between the first clutch and the second clutch when the first clutch is opened; and a control unit for the automatic control of the first clutch, with the control unit being connected to at least one sensor for the detection of a wheel slip at the primary axle; with the control unit being made, starting from a deactuated state of the torque transfer section, to close the second clutch in dependence on a detected wheel slip at the primary axle.

Abstract: A method and a corresponding controller for the four-wheel drive of a motor vehicle are described, consisting of a clutch (AK) disposed in the drive train between a primary axle and a secondary axle (VA, HA) of the four-wheel drive, by means of which the drive torque of a primary axle (KHA, HA) driven by an engine (VKM, SG) can be distributed to a secondary axle (KVA, VA), wherein the controller (S) has a signal connection to the clutch (AK) and to sensors recording the revolution rates of at least one wheel of the primary axle (HA) and one wheel of the secondary axle (VA) and the clutch (AK) is controlled by means of the controller (S) below a specified torque such that a significantly reduced transfer of torque to the secondary axle (VA) is carried out.

Abstract: A joint site design for friction welding of a shaft of a hard material with a hub consisting of softer material, wherein the shaft has a tubular shape with an end face being joined to the hub having a connection area with a flat shape formed by a radial shoulder of the hub.

Abstract: A metering device for controlling an oil delivery rate for a wet-running clutch. The wet-running clutch has at least one pair of interacting friction surfaces and an actuation unit for actuating the wet-running clutch. The actuation unit has an axially supported support disk and an axially displaceable thrust disk, wherein the thrust disk and the support disk are rotatable relative to one another. The metering device has a first component which is connected fixedly with respect to a housing, and a second component which is connected to the thrust disk in a rotationally conjoint and axially relatively displaceable manner.

Abstract: A clutch-controlled transfer gear having a drive shaft which is mounted so as to be rotatable by way of at least one drive shaft bearing, a primary shaft which is mounted so as to be rotatable by way of at least one primary shaft bearing, a secondary shaft which is arranged with an axial offset with respect to the drive shaft and which is mounted so as to be rotatable by way of at least one secondary shaft bearing, a transfer mechanism which is arranged between secondary shaft and drive shaft and bridges the axial offset thereof, and a clutch which is arranged between the drive shaft and an offset gear, by means of which clutch the secondary shaft is, for the operation thereof, coupled to the drive shaft and, for the deactivation thereof, decoupled from the drive shaft, as required.

Abstract: The invention relates to a control unit for a pressure regulating valve in a motor vehicle, preferably for a pressure regulating valve that adjusts the oil pressure, wherein a signal that corresponds to the pressure that is to be set can be transmitted to the control unit, the control unit is signal-connected on the output side to a pressure regulating valve for the fluid that is to be pressure adjusted, wherein the electrical current supply to the pressure regulating valve is provided by way of a PWM signal that is generated by means of the control unit and the control unit is embodied for the purpose of over-exciting the solenoid of the pressure regulating valve with a higher electrical current prior to influencing the pressure regulating valve with the electrical current that is associated with the pressure that is to be set for a period of time.

Abstract: A positive-locking clutch for a motor vehicle comprises a coupling element with a toothing, a rotatable counterpart element with a counterpart toothing, and an electromagnetic actuator. The coupling element can be moved by means of the electromagnetic actuator between a disengaged position and an engaged position, and wherein the toothing of the coupling element is meshed with the counterpart toothing of the counterpart element in the engaged position. Even after the engaged position of the coupling element has been fully reached, a backlash is provided between the toothing of the coupling element and the counterpart toothing of the counterpart element.

Abstract: The invention describes a switchable clutch for a motor vehicle with hybrid drive, wherein the hybrid drive has a voltage system with a voltage exceeding the 12-volt on-board electrical system voltage of the motor vehicle, composed of a friction disk clutch with an actuator, which can have electricity applied to it, for the actuation of the friction disk clutch in the sense of opening or closing, and wherein the actuator can be actuated with a voltage of the voltage system of the hybrid drive, said voltage exceeding the 12-volt on-board electrical system voltage of the motor vehicle.

Abstract: The present invention relates to a clutch arrangement for coupling a first clutch section to a second clutch section. The clutch arrangement has at least one pin-shaped shift element mounted so as to be movable in the direction of the longitudinal axis thereof by the first clutch section between an engaged position, in which the two clutch sections are coupled for conjoint rotation by means of the shift element, and a disengaged position, in which the two clutch sections are decoupled from one another. Also provided is a spring, which acts at least indirectly on the shift element and preloads the latter in the direction of the engaged or disengaged position, whereas an electromagnet serves to move the shift element counter to the preloading effect of the spring in the energized state.

Abstract: A clutch for a motor vehicle, preferably for engaging and disengaging a drive train for all-wheel drive vehicles, comprises a first shaft, a second shaft arranged coaxially to the first shaft, a clutch sleeve which is moveable in the axial direction relative to the first shaft and the second shaft for causing a form-fit coupling or decoupling of the first shaft and the second shaft, and a coil which can be powered, wherein a plurality of engagement bodies are connected rotationally fixedly to the first shaft, wherein the coil which can be powered is arranged coaxially to the axial direction, wherein by powering the coil, the clutch sleeve can be moved in the axial direction, wherein by moving the clutch sleeve in the axial direction, the engagement bodies can be pressed over part of their height into receivers, and wherein the receivers are connected rotationally fixedly to the second shaft.

Abstract: A method for operating a powertrain of a motor vehicle with two vehicle axles which can be driven by separate drive assemblies, wherein at least one of the two vehicle axles can be driven by an electromotive drive assembly, and wherein the at least one vehicle axle has two wheels and at least three axle portions, wherein a first axle portion has a first wheel, wherein the first and a second axle portion are coupled by a differential gear, wherein the second and a third axle portion are arranged so they can be connected together by a clutch, and wherein the third axle portion has a second wheel. During drive mode of the motor vehicle with the clutch open, the electromotive drive assembly is held at a standby rotation speed under active regulation by an electric drive control unit, wherein the standby rotation speed tracks a synchronization rotation speed.

Abstract: A fluid tank for a motor vehicle comprising a housing, wherein the housing has a housing base, a housing cover and at least one side wall. A through-passage is formed inside the side wall, wherein the through-passage extends from a first opening in the housing base in the direction of the housing cover. The through-passage is in fluidic connection with the interior of the fluid tank via a second opening.

Abstract: The present invention relates to a transfer gear having an input shaft, a first output shaft, a second output shaft, and a torque transmission device which has a clutch in order to distribute a drive torque introduced via the input shaft selectively to the first output shaft and the second output shaft, wherein a drive acts between the torque transmission device and the second output shaft, and wherein an oil reservoir is provided for collecting the lubricating oil.

Abstract: A distribution gearbox for distributing a drive torque of a drive unit of a motor vehicle to a first axle and a second axle of the motor vehicle, and including a housing, an input shaft, a clutch unit which is seated coaxially with respect to the input shaft, and a chain sprocket which can be driven by the clutch unit and by way of which a drive moment of the input shaft can be transmitted to an output shaft, wherein the chain sprocket is mounted on a neck-shaped reduced portion of the housing.

Abstract: The invention relates to an electrically actuatable assembly of a motor vehicle having at least one component comprising a non-volatile memory. The component has base functionality characteristic for the component and required for the operation of the assembly. The memory comprises a memory region not utilized for realizing the base functionality of the component, in said memory region is stored a characteristic value that identifies the assembly with a predetermined probability. Furthermore, the characteristic value can be read out from the memory region of the component. Finally, the invention describes a method for identifying such an electrically actuatable assembly.

Abstract: A clutch unit for a motor vehicle comprises a friction clutch and an actuator for actuating the friction clutch, the actuator having a first ramp ring and a second ramp ring, of which at least one can be rotated relative to the other ramp ring, in order to exert an axial force on the friction clutch. Furthermore, the clutch unit comprises a metering device for feeding a cooling fluid in a metered manner to the friction clutch. The metering device has a first metering section which is assigned to the first ramp ring, and a second metering section which is assigned to the second ramp ring, the first metering section and the second metering section together delimiting a metering opening for the cooling fluid. The first metering section and the second metering section interact in such a way that the cross section of the metering opening, which cross section is delimited by the metering sections, can be varied by way of a relative rotation of the ramp rings.

Abstract: An actuator has a drive element and an output element each rotatable about a rotation axis, and a coupling device which couples the drive element to the output element to form a torsion backlash.

Abstract: A camshaft adjuster for an internal combustion engine is composed of an adjusting gear designed as a triple-shaft gear, with a drive wheel which is driven from the internal combustion engine and via which the drive torque for the camshaft is introduced, of a gear output coupled fixedly in terms of rotation to the camshaft, and of a gear input wheel which is coupled to a drive motor and via which the adjusting torque causing the relative rotation between the drive wheel and gear output is introduced into the adjusting gear. The cam adjuster includes a failsafe mechanism which causes blocking of the adjusting gear and which, in the event of the absence of an adjusting torque to be introduced via the gear input wheel, acts upon a gear element located between the drive wheel and gear output.

Abstract: A transfer case for transferring a driving torque of a driving unit of a motor vehicle to a first axle and a second axle of the motor vehicle. The transfer case includes a housing, an input shaft allocated to the driving unit, a first driven shaft allocated to the first axle, and a second driven shaft allocated to the second axle and offset parallel to the input shaft. The transfer case further includes an offset drive for transmitting driving torque from the input shaft to the second driven shaft. The offset drive comprises a gear wheel coaxial to the input shaft or to the driven shaft. The gear wheel is rotatably mounted on a section of the housing.