Abstract: A transmission unit for a motor vehicle has a drive shaft for a connection to an internal combustion engine of the motor vehicle, an output shaft for the driving of the motor vehicle, a change speed gearbox, an additional drive motor and a planetary transmission, with the additional drive motor being coupled to a first part of the planetary transmission and the output shaft being coupled to a second part of the planetary transmission. The change speed gearbox has at least one selectable gear stage via which the drive shaft of the transmission unit can be operationally coupled directly to the output shaft while bypassing the planetary transmission. The change speed gearbox furthermore has at least one second selectable gear stage via which the drive shaft can be operationally coupled indirectly to the output shaft via a third part of the planetary transmission.

Abstract: The present invention relates to a dual-mass flywheel for a drive train of a motor vehicle, having one primary flywheel mass and one secondary flywheel mass (13), which are coupled to one another in a rotationally elastic manner via at least one spring device (19, 39, 53). At least one gear device (21, 31, 51, 51?) is disposed between the spring device and at least one of the two flywheel masses, said gear device causing a deflection movement of the spring device relative (19, 39, 53) to a rotational movement of the two flywheel masses in relation to one another, wherein a characteristic curve of the spring device may be modified by the gear device (21, 31, 51, 51?).

Abstract: A manual helical planetary transmission comprises a housing, a sun gear, a planet carrier with helical planetary gears and an axially displaceable ring gear which can be coupled to the housing or to the planet carrier. The transmission provides a compact and easy-to-produce solution for locking the gears. For this purpose, first saw-tooth coupling teeth are provided on both sides of the fronts of the ring gear and have a gently sloping first profile. Second saw-tooth coupling teeth provided on the housing and the planet carrier have a gently sloping profile and fit into the first coupling teeth. In the respective gear, the peripheral forces acting upon the ring gear force the gently sloping first profiles of the first coupling teeth against the gently sloping first profiles of the second coupling teeth on the housing or the planet carrier, thereby frictionally keeping the ring gear in the respective engaged position.

Abstract: A novel crescent gear pump and pump rotor set for a crescent gear pump. The rotor set includes an outer rotor with teeth having a composite profile formed over the portion adjacent their root to conform to a circular arc and formed over the portion adjacent their tip to conform to a hypocycloid arc. The unique shape allows for increased volumetric capacity of the rotor set, when compared to trochoidal rotor sets of the same size. Further, operating noise is reduced, as are pulsations in the output of the pump when compared to the same pump with a trochoidal rotor set.

Abstract: The invention relates to a transmission for a motor vehicle having a rotatable transmission element arranged in a first section of the transmission; a store of liquid arranged in a second section of the transmission separate from the first section; a collection device for liquid thrown off by the transmission element having a return passage through which a first portion of the thrown off liquid can be returned to the first transmission section and an outlet to supply a second portion of the thrown off liquid back to the liquid store; and a passage for the liquid which connects the liquid store to the first transmission section and which has a temperature-controlled restrictor element functioning to inhibit the inflow of liquid from the liquid store into the first transmission section when a fluid temperature in the first transmission section falls below a temperature threshold value.

Abstract: A transmission has a lubricant pump which is arranged in the interior of a transmission housing and which includes a rotor rotationally fixedly connected to a transmission shaft in a pump housing, with the pump housing being rotationally fixedly connected to the transmission housing and being sealed with respect to a cylindrical sealing surface of the transmission housing, and with the lubricant pump pumping into a pressure chamber which surrounds the transmission shaft and which is sealed with respect to the transmission shaft. To achieve a good seal and centration of the pump housing, the pump housing is sealed by means of a resilient ring with respect to the cylindrical sealing surface of the transmission housing, with the ring being received by an outer peripheral groove of the pump housing with radial clearance so that the pump housing can adjust itself in the radial direction.

Abstract: A trailer includes a pair of wheels rotatably coupled to a trailer frame. A motor is operable to provide drive torque to at least one of the wheels. The energy storage device is mounted to the frame and operable to selectively provide energy to the motor. A load sensor is operable to output a signal indicative of the magnitude of a load being transferred between the trailer and a tow vehicle. A controller is operable to generate control signals in response to the sensor signal. The control signals control operation of the motor.

Abstract: The present disclosure relates to a hydraulic system with a hydraulic fluid, with a work element actuable by the fluid, with a fluid pump for the application of a fluid pressure to the fluid, with the fluid pump being operable to generate a reference depression in the system, and with a pressure sensor for the measurement of the fluid pressure which is in communication with a control unit which is designed to carry out a calibration of the pressure sensor with reference to the reference depression. The present disclosure also relates to a method for the calibration of a pressure sensor which is provided for the measurement of the fluid pressure of a hydraulic fluid contained in a hydraulic system.

Abstract: A transmission including a ring gear engageable with clutch teeth. A shift fork connected to a cam roller is engageable with the ring gear. The cam roller includes at least one V-shaped groove, and an element is disposed between the V-shaped groove of the cam roller and a base of the shift fork such that rotation of the cam roller translates into displacement of the shift fork and the ring gear.

Abstract: A method for making a differential housing having a ring gear integrally formed therein includes the steps of providing a differential housing having an annular rim integrally preformed therein; supporting the differential housing between upper and lower halves of a rotatable holding tool such that the annular rim extends radially outwardly from the holding tool for movement therewith; providing a thickening tool having a tool surface engagable with the annular rim during rotation of the holding tool to form a thickened lip; and providing a gear forming tool engagable with the thickened lip during rotation of the holding tool, whereby a plurality of teeth are formed along the lip to form the ring gear.

Abstract: The invention relates to a gearbox comprising a shift fork (4) that is displaced by an actuator using a shaft (2), whereby a rotational displacement of said shaft is translated into a displacement of the shift fork. To achieve an accurate displacement with minimum installation space, the gate (14) is configured on a sleeve (13) that is connected to the shift fork unit (4) in a rotationally fixed manner, said sleeve acting on the shift fork unit (4) in the direction of the displacement by means of a spring (24) and the shaft (2) runs through the sleeve (13), said shaft comprising a finger (11) that protrudes radially and co-operates with the gate. The shift fork unit (4) forms a housing (8) that surrounds the sleeve (13) and the spring accumulator (24) and that comprises bearing surfaces (34), by means of which the shift fork unit (4) is guided on the shaft (2) in the direction of the displacement.

Abstract: A balancing shaft unit for balancing inertia or torque in an internal combustion engine of a motor vehicle. The balancing shaft unit includes a housing part and at least one balancing shaft having at least one counterweight. The housing part is made in one piece and has at least two integrated bearing sections with a respective bearing opening. A respective cut-out is formed at longitudinal ends of the balancing shaft in which a respective bearing pin is arranged that is rigidly connected to the balancing shaft and which has a cylindrical bearing section that is supported in a respective one of the bearing openings.

Abstract: A torque transfer device for a motor vehicle has an input element, at least one output element, a friction clutch for the setting of a torque transfer from the input element to the output element and an actuator. The actuator includes a drive motor, a reduction gear unit and a ramp ring mechanism. The ramp ring mechanism has at least one rotatable first actuator ring which is made to convert a rotary movement into an axial actuation of the friction clutch. The reduction gear unit has a worm gear having a worm and a spur gear section meshing with the worm, with the worm being coupled to the drive motor and the spur gear section being coupled to or made in one piece with the rotatable first actuator ring. The axis of rotation of the worm is inclined by an oblique position angle with respect to the rotational plane of the spur gear section, with the oblique position angle substantially corresponding to the pitch angle of the worm. The spur gear section has a straight toothed section.

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: The invention relates to a clutch having two clutch parts which can be brought into engagement in form fitted manner for the torque transfer; and a shift member which is movable in a first direction to bring the clutch parts out of engagement and is movable in a second direction to bring the clutch parts into engagement. A motor is provided for the movement of the shift member in the first direction and a spring element is provided for the movement of the shift member in the second direction.

Abstract: A transfer case includes a two-speed range unit, a friction clutch, a power-operated actuation mechanism and a control system. The actuation mechanism includes an electric motor, a geartrain driven by the motor for controlling rotation of an actuator shaft, a range actuator assembly and a mode actuator assembly. The range actuator assembly functions to move a shift collar associated with the range unit in response to rotation of the actuator shaft. The mode actuator assembly includes a mode cam and a ballramp unit. The mode cam is rotatively driven by the actuator shaft for controlling the clutch engagement force exerted on the friction clutch by the ballramp unit.

Abstract: A torque transfer mechanism is provided for controlling the magnitude of a clutch engagement force exerted on a multi-plate clutch assembly that is operably disposed between a first rotary and a second rotary member. The torque transfer mechanism includes a power-operated face gear clutch actuator for generating and applying a clutch engagement force on the clutch assembly.

Abstract: A vehicle driveline component that includes an input member, at least one output member and a preloaded clutch that is disposed between the input member and the at least one output member. The preloaded clutch limits drive torque transmitted form the input member to each output member. The driveline component is selected from a group consisting of transfer cases, propshafts, viscous couplings and differentials. A related method is also provided.

Abstract: The invention relates to a multiplate wet clutch with a rotatable clutch hub which is rotationally fixedly connected to a plurality of inner plates which can be placed in frictional engagement with outer plates of an associated clutch cage, wherein the multiplate wet clutch has at least one fluid inlet opening which permits a fluid flow out of a fluid supply space to the plates. Arranged in the fluid flow path between the fluid inlet opening and the plates is at least one particle retention device.

Abstract: A torque transfer coupling includes first and second rotary members. A transfer clutch operatively connects the first and second rotary members. A piston, disposed in a piston chamber, is actuable to engage the transfer clutch. A hydraulic pump in fluid communication with a sump containing hydraulic fluid has a first pump member fixed for rotation with the first rotary member and a second pump member fixed for rotation with the second rotary member such that relative rotation between the first and the second pump members generates a fluid pumping action. A first flow path supplies hydraulic fluid from the hydraulic pump to the piston chamber. A second flow path supplies hydraulic fluid from the piston chamber to a control valve for regulating the pressure of the hydraulic fluid supplied to the piston chamber. The second flow path includes an aperture extending through the second pump member.