Abstract: The invention relates to a torque transmission unit for a motor vehicle with a permanently driven primary axle and a switchable secondary axle, comprising a first connecting part and a second connecting part. The invention furthermore comprises several lamellas that are divided into primary lamellas and secondary lamellas in an alternating arrangement. The unit further comprises a planetary gear system, comprising an at least first gear element, rotationally connected with the first connection part, a second gear element, rotationally connected with the second connection part, and a third gear element, rotationally connected with the primary lamellas. The secondary lamellas are rotationally connected with the first connection part, the second connection part or with a stationary housing part.

Abstract: A clutch arrangement having an input element and an output element that are rotatable relevant to one another, a friction clutch and a pump. The friction clutch couples the input element with the output element in dependence on a hydraulic pressure in a pressure space of the clutch arrangement. The pump has a first pump part that is rotationally fixedly connected to the input element and a second pump part that is rotationally fixedly connected to the output element. The pump may be driven by a rotary movement of the input element and the output element relative to one another, with a pressure side of the pump being connected to the pressure space. An orifice having a substantially temperature independent leakage characteristic is arranged in a leakage line that leads from the pressure space to a low pressure space and which extends parallel to the pump.

Abstract: A method of controlling a hydraulic actuator of a friction coupling that includes a pump, which is driven by an electric motor, a pressure line, which contains a non-return valve and which runs from the pump to an actuator cylinder with an actuator piston that acts on the friction coupling. A rapid drain valve has a flow connection to the actuator cylinder and contains a slide that responds to the pressure prevailing on the side of the pump that faces the slide. To optimize the dynamic and static control behavior of the actuator, a control variable is determined for the electric motor from the target pressure and the actual pressure in the actuator cylinder. At least two different control algorithms are executed, depending on whether the difference between the target pressure and the actual pressure is positive or negative.

Abstract: An energy supply system for electrical actuator of a motor vehicle having a engine and battery includes a generator adapted to be driven by the vehicle engine to provide electrical energy to the electric actuator and vehicle battery. A control unit sets an input power provided to the generator by the vehicle engine and is configured to set the output voltage of the generator based on a power request associated with the electric actuator. A method for supplying electrical energy to a vehicle subsystem may be performed using an energy supply system as disclosed.

Abstract: A transmission for a motor vehicle including a transmission housing for receiving a transmission and an actuator for actuating the transmission. The actuator comprises an electric motor having a stator, a rotor, and a drive shaft protruding into an interior of the transmission housing. The actuator further comprises a control circuit for controlling the electric motor, and a heat sink device thermally conductively coupled to the control circuit. The stator of the electric motor is directly attached to the transmission housing. The heat sink device is attached to the transmission housing independently of the mounting of the stator.

Abstract: A torque transmission unit having a friction clutch and a hydraulic actuation system. The hydraulic actuation system includes a stepped piston unit having a stepped piston which has a first piston section movable in a first pressure space and a second piston section movable in a second pressure space. The first pressure space and a portion of the second pressure space can be brought into fluid communication by means of an overflow line based on a position of the first piston section. The hydraulic actuation system also includes an actuation piston unit having an actuation piston that cooperates with the friction clutch. A third pressure space is associated with the actuation piston and is in fluid communication with the second pressure space via a pressure line.

Abstract: The present invention relates to a method of operating a drive train of a motor vehicle having a motor which can be selectively coupled to the drive train by means of a clutch actuable by an actuator. The clutch has a first clutch part associated with a drive shaft of the motor and a second clutch part associated with the drive train.

Abstract: The present invention relates to a blocking mechanism for the rotationally fixed locking of a shaft, in particular to a parking lock for a shaft of a motor vehicle. The blocking mechanism includes a pawl which is pivotable about a pivot axis and which, in a blocked position, engages into at least one latch cut-out of a ratchet wheel connected to the shaft. The blocking mechanism furthermore includes an actuating mechanism which has an actuating device for moving an actuation slider. The pawl is pivotable by a movement of the actuation slider. The actuation slider includes a first U-shaped component and a second U-shaped component which each have two side sections and a transverse section connecting the side sections. The first component and the second component are plugged into one another in opposite directions such that the transverse section of the one component at least partly closes the open end of the U shape of the component and vice versa.

Abstract: The present invention relates to a balance shaft unit for mass balancing for an internal combustion engine of a motor vehicle including at least one balance shaft having at least one balance weight and a housing part in which the balance shaft is journaled. A first gear is associated with the balance shaft and meshes with a second gear. An introduction passage is formed in the housing part through which, starting from an assembly opening, at least one of the two gears can be introduced into the interior of the housing part, with the introduction passage extending perpendicular to the longitudinal axis of the balance shaft. The first gear and the second gear are arranged sequentially with respect to the direction of extent of the introduction passage.

Abstract: A magnetorheological clutch includes a primary part, a secondary part and a magnet for the generation of a magnetic field. The primary part and the secondary part are rotatable relative to one another around an axis of rotation of the clutch, with the primary part being rotationally fixedly connected to at least one disk. The disk is surrounded by coupling gaps in which a magnetorheological medium is arranged. The thickness of the at least one disk along the coupling gap has a value of approximately 0.4 mm to approximately 1 mm, with the at least one disk being formed along the coupling gaps without material interruptions.

Abstract: The invention relates to a manual transmission having an input shaft (12), one first and one second mechanical gear branch (26, 28) that may be coupled in a driving fashion on the input side with the input shaft and on the output side via various gears (G1, . . . , G7,R) with a common output shaft (40), and one first and one second hydrostatic machine (18, 18?, 20, 20?), each comprising a primary part (16), a secondary part (22, 24), and one first and one second pressure chamber. The primary part and the secondary part of each hydrostatic machine (18, 18?, 20, 20?) are rotatable relative to one another, wherein the secondary part (22) of the first hydrostatic machine (18, 18?) is operatively connected to the first mechanical gear branch (26) and the secondary part (24) of the second hydrostatic machine (20, 20?) is operatively connected to the second mechanical gear branch (28).

Abstract: The invention relates to a power divider for motor vehicles, comprising a housing (1), a primary shaft (2) having a drive connection to a first driven axis, a controlled friction coupling (4) and a displacement drive (6, 7, 8) for the drive of a second driven axis. The friction coupling (4) can be actuated by means of two ramp rings (1, 16) which can rotate counter to each other and which comprise articulated jacks (19, 20). In order to use the toothed wheels as a displacement drive and to provide a compact and economical actuator, the control curves are embodied on a control cam (25) which comprises two control sliding tracks (35, 36) which are offset in relation to each other and can be rotated about a parallel axis in relation to the axis of primary shaft (2). The control cam (25) is rotationally mounted on the second toothed wheel (7) or the shaft thereof (9).

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: The present invention relates to a dual mass flywheel for a drivetrain of a motor vehicle. The dual mass flywheel comprises a primary flywheel mass (12) and a secondary flywheel mass that can rotate relative to a rotary axis (r) of the dual mass flywheel, and that can be rotationally elastically coupled to each other by a coupling device (26). The coupling device (26) comprises at least two pivot levers (28) associated with one of the two flywheel masses (14, 12) and interacting with a control profile (36) associated with the other flywheel mass (12, 14). The pivot levers (28) are pretensioned by elastic elements (40) against the control profile (36) in a radial direction from the outside inward relative to the rotary axis (r). A central segment of each of the elastic elements (40) is disposed inside of the control profile (36) in the radial direction relative to the rotary axis (r).

Abstract: The invention relates to a differential gear having a differential housing in which two conical compensating gears are rotatably supported about a first axis of rotation and two conical output gears meshing with the compensating gears are rotatably supported about a second axis of rotation oriented at right angles to the first axis of rotation, wherein a spring device is arranged between the differential housing and at least one of the output and/or compensating gears to load it with a spring force.

Abstract: A method and device for dual-channel transmission of safety-relevant sensor signals. In the method, two sensor signals to be monitored are generated parallel to one another by two sensors and the generated sensor signals are transmitted to a common evaluation unit via two separate, input-side transmission channels. Within the evaluation unit, the permissibility of the transmitted sensor signals is checked using prescribed calculation specifications that correspond to one another and an evaluation unit output signal representing permissibility or impermissibility is generated for each sensor signal. The individual processing steps of the two calculation specifications are decoupled by the evaluation unit for the two sensor signals and performed diversified within the evaluation unit. The generated output signals are output via two separate, output-side transmission channels.

Abstract: A drive system for a motor vehicle with a continuously driven primary axle and a selectably driven secondary axle has a differential that acts between the wheels of the secondary axle, and has a torque transmission device for transmitting a drive torque to the differential. The torque transmission device has a clutch and a pump, wherein the pump produces a hydraulic pressure in a first pressure chamber of the clutch when a speed difference occurs between the primary axle and the secondary axle. The first pressure chamber is connected via a connecting line to a second pressure chamber, which is associated with an actuating member of the differential, so that the pressure produced by the pump also permits an at least partial locking of the differential. The first pressure chamber is connected to a low-pressure chamber through a first discharge line, in which is arranged a first control valve.

Abstract: A method and apparatus for setting the torque transmitted by a friction clutch via an actuator chain having an electric motor, a reduction gear and a mechanism for converting the rotary movement of the electric motor. In the method, a desired angle of rotation of the electric motor or a link of the actuator chain is determined from the torque to be transmitted by the friction clutch and is set in a setting procedure based on a given torque/angle dependence. To compensate for wear inside the friction clutch, a calibration process takes place in which a first correction angle is determined for the torque/angle dependence. Variations in a torque/power consumption dependence caused by wear within the actuator chain are also taken into account. Specifically, the number of setting procedures of the electric motor within a predetermined time interval is determined and is used to correct the torque/power consumption dependence.

Abstract: The invention relates to a transmission for a motor vehicle with a transmission housing, with an electrical actuator for the actuation of the transmission and with an electrical control device for the control of the actuator. The transmission has a heat sink device 24 thermoconductively connected to the device and a heat insulating layer between a housing of the actuator and the heat sink device for the thermal insulation of the actuator housing and of the heat sink device, with the actuator housing being thermoconductively connected to the transmission housing or being part of the transmission housing. The invention furthermore relates to a corresponding actuator unit for a transmission.

Abstract: The invention relates to a method for lubricating a transmission of a motor vehicle, particularly a power divider, wherein the oil is conveyed by an oil pump from an oil sump to components of the transmission. The amount of oil conveyed is set as a function of the predetermined parameters. The conveyed amount of oil is controlled in that the oil pump is operated intermittently, e.g. is switched on and off repeatedly. The invention further describes a device for carrying out the method.