Abstract: A power transmission device includes a rotary input member receiving drive torque from a source of torque, a rotary output member for providing drive torque to an output device and a torque transfer mechanism for transferring drive torque between the input member and the output member. The torque transfer mechanism includes a friction clutch assembly operably disposed between the input member and the output member and a hydraulic clutch actuation system operable for applying a clutch engagement force to the friction clutch assembly. The hydraulic clutch actuation system includes an electromagnet and a piston operable to supply pressurized fluid and provide the clutch engagement force.

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 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 power transfer assembly for use in a motor vehicle and having a hydraulic coupling operable to transfer drive torque to a driveline in response to slip. The hydraulic coupling includes a transfer clutch, a clutch operator for engaging the transfer clutch, a fluid actuation system including a fluid pump for controlling movement of the clutch operator, and a magnetorheological pump clutch capable of selectively shifting the fluid pump between operative and inoperative states.

Abstract: A drive axle assembly includes first and second axleshafts and a drive mechanism coupling a driven input shaft to the axleshafts. The drive mechanism includes a differential assembly, a planetary gear assembly operably disposed between the differential assembly and the first axleshaft, a brake and first and second mode clutches. The first clutch is operable with the brake and the planetary gear assembly to increase the rotary speed of the first axleshaft which, in turn, causes a corresponding decrease in the rotary speed of the second axleshaft. The second clutch is operable with the brakes and the planetary gear assembly to decrease the rotary speed of the first axleshaft so as to cause an increase in the rotary speed of the second axleshaft. A control system controls actuation of both mode clutches.

Abstract: A force sensor for the measurement of tensile forces in a pulling means. The force sensor has a base body which has a first abutment at a first end for the fixing of an end of a first pulling means and a second abutment at a second end disposed diametrically opposite the first end for the fixing of an end of a second pulling means. An electromechanically operating force measurement sensor is arranged at least in the region of one of the abutments such that a tensile force is transmitted from the end of the first pulling means via the force measurement sensor to the first abutment and from there via the second abutment to the second pulling means. A replacement of the second pulling means is only possible when the base body of the sensor has been moved into a waiting position.

Abstract: An automated triple-clutch multi-speed transmission is adapted to transfer power from the engine to the driveline of a motor vehicle. The transmission includes a first clutch operable for establishing a releasable drive connection between an input shaft and a first shaft, a second clutch operable for establishing a releasable drive connection between the input shaft and a second shaft and a third clutch operable for establishing a releasable drive connection between the input shaft and a third shaft. A first constant mesh gearset is driven by the first shaft. A second constant mesh gearset is driven by the second shaft. A third constant mesh gearset is driven by the third shaft. First, second and third gearset clutches are operable for releasably drivingly coupling the first, second and third gearsets to a countershaft which, in turn, drives an output shaft.

Abstract: A method for the control of an assembly by a control unit, in particular in a motor vehicle, wherein the assembly includes at least one component, at least one actuator associated with the component, and an additional control unit having a first non-volatile memory section that is connected to the control unit. The control unit includes a second non-volatile memory section. Classification information associated with the assembly and stored in the first non-volatile memory section is read out and transmitted to the control unit. The transmitted classification information is stored in the second non-volatile memory section. Subsequently, the classification information stored in the second, non-volatile memory section is read out and transmitted to the additional control unit. The disclosure furthermore relates to a an assembly group that comprises the assembly and the control unit, with the control unit and the additional control unit of the assembly being connected to one another by a data transmission path.

Abstract: An all-wheel transmission system includes an input shaft, a first output shaft and two mutually independently controllable friction clutches for the metering the transfer of drive torque from a powertrain to a first axle assembly and a second axle assembly. The first friction clutch includes a first clutch component rotationally connected to an input shaft and of a second clutch component rotationally connected to a first output shaft while the second friction clutch includes a first clutch component rotationally connected to the input shaft and a second clutch component rotationally connected to a second output shaft. One of the friction clutches can be selectively bridged via coordinate actuation of a bridging clutch.

Abstract: A transfer case is provided with a range unit, an interaxle differential, a clutch assembly and a power-operated actuation mechanism. The range unit includes a planetary gearset driven by an input shaft, and a synchronized dog clutch assembly for releasably coupling one of the input shaft or an output component of the planetary gearset to an input member of the interaxle differential. The interaxle differential further includes a first output member driving a first output shaft, a second output member operably driving a second output shaft. The clutch assembly is a multi-plate friction clutch operably disposed between the first and second output shafts. The power-operated actuation mechanism includes a range actuator assembly, a clutch actuator assembly and a motor assembly operable to control coordinated actuation of the range actuator assembly and the clutch actuator assembly.

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: 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 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 drive axle assembly includes a pair of axleshafts connected to a pair of wheels, and a drive mechanism for selectively coupling a driven input shaft to one or both of the axleshafts. The drive mechanism includes first and second drive units that can be selectively engaged to control the magnitude of the drive torque transferred and the relative rotary speed between the input shaft and the axleshafts. Each drive unit includes a planetary gearset disposed between the input shaft and its corresponding axleshaft, and a pair of mode clutches that may be activated to cause the planetary gearset to establish different speed ratio drive connections between the input shaft and the axleshaft. A control system including an electronic control unit (ECU) and sensors are provided to control actuation of the clutches so as to control the side-to-side traction characteristics of the drive axle assembly.

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: A transfer case for a motor vehicle having an input shaft, a first output shaft, a second output shaft, a clutch, a transfer mechanism, a sensor portion and a magnetoelastic torque sensor. The clutch has a clutch pack and a thrust mechanism that is configured to exert an engagement force on the clutch pack. The clutch pack has a first portion, which is rotatably driven by either or both of the input shaft and the first output shaft, and a second portion that is supported for rotation relative to the first portion. The transfer mechanism couples the second portion of the clutch pack to the second output shaft. The sensor portion is coupled to the first or second output shaft and is at least partially formed of a magnetoelastic material. The magnetoelastic torque sensor is disposed about and radially in-line with the sensor portion.

Abstract: A power transmission device includes a rotary input member receiving drive torque from a source of torque, a rotary output member for providing drive torque to an output device and a torque transfer mechanism for transferring drive torque between the input member and the output member. The torque transfer mechanism includes a friction clutch assembly operably disposed between the input member and the output member and a hydraulic clutch actuation system operable for applying a clutch engagement force to the friction clutch assembly. The hydraulic clutch actuation system includes an electromagnet and a piston operable to supply pressurized fluid and provide the clutch engagement force.

Abstract: The present invention provides a shift mechanism disposed in a housing for providing operable communication between a shift actuator and a shift sleeve. The shift mechanism generally includes a shift rail, a shift fork, a first biasing member, and a second biasing member. The shift rail is slidably supported by the housing. The shift fork is slidably disposed on the shift rail and engages the shift sleeve. The first biasing member is disposed between the shift actuator and the shift rail for selectively biasing the shift rail in a first direction upon actuation of the shift actuator. The second biasing member is disposed between the housing and the shift fork for biasing the shift fork in a second direction that is substantially opposite the first direction.

Abstract: A drive axle assembly includes a pair of axelshafts connected to a pair of wheels and a drive mechanism for selectively coupling a driven input shaft to one or both of the axelshafts. The drive mechanism includes first and second drive units that can be selectively engaged to control the magnitude of the drive torque transferred and the relative rotary speed between the input shaft and the axleshafts. Each drive unit includes a planetary gearset disposed between the input shaft and its corresponding axleshaft, a bi-directional overrunning clutch and a mode clutch that may be activated to cause the planetary gearset to establish different speed ratio drive connections between the input shaft and the axleshaft. A control system including an electronic control unit (ECU) and sensors are provided to control actuation of the mode clutches so as to control the side-to-side traction characteristics of the drive axle assembly.

Abstract: A drive axle assembly includes first and second axleshafts and a drive mechanism coupling a driven input shaft to the axleshafts. The drive mechanism includes a differential assembly, a planetary gear assembly operably disposed between the differential assembly and the first axleshaft, a brake and first and second mode clutches. The first clutch is operable with the brake and the planetary gear assembly to increase the rotary speed of the first axleshaft which, in turn, causes a corresponding decrease in the rotary speed of the second axleshaft. The second clutch is operable with the brakes and the planetary gear assembly to decrease the rotary speed of the first axleshaft so as to cause an increase in the rotary speed of the second axleshaft. A control system controls actuation of both mode clutches.