Abstract: The present disclosure relates to a bipolar plate for an electrochemical system, comprising two separator plates which are connected to one another, at least one of the separator plates having a plate body and at least one tab which is formed in one piece with the plate body and can be separated from the plate body via a predetermined breaking point. The disclosure additionally relates to a retention sample for a bipolar plate or flow plate, to a flow plate, to a system, and to a method for producing and testing a bipolar plate or flow plate.

Abstract: A hybrid powertrain includes an output shaft, a combustion power section for providing a first torque, an electric power section for providing a second torque, and an output transmission for transmitting the first torque between the combustion power section and the output shaft and transmitting the second torque between the electric power section and the output shaft. The combustion power section includes an internal combustion engine with a combustion shaft for outputting the first torque, a generator with a generator shaft for converting the first torque into electric energy, and a variable belt transmission for variably translating the first torque. The belt transmission includes a combustion-side cone pulley pair with a first axially movable pulley arranged on a generator shaft side, an output-side cone pulley pair with a second axially movable pulley, and a belt for variably torque-transmittingly connecting the combustion-side cone pulley pair to the output-side cone pulley pair.

Abstract: A hybrid powertrain includes an internal combustion engine, an electrical machine, a transmission, an output, a first separating clutch, and a generator. The internal combustion engine includes a drive shaft for transmitting a drive shaft torque and the electrical machine includes a rotor shaft for transmitting a rotor shaft torque. The transmission is for transmitting the drive shaft torque and the rotor shaft torque, the output is for receiving the drive shaft torque or the rotor shaft torque, and the first separating clutch is for connecting and disconnecting the drive shaft and the output. The generator is arranged in a first torque flow between the drive shaft and the transmission, and includes a generator shaft for converting the drive shaft torque or the rotor shaft torque into electrical energy.

Abstract: The present disclosure relates to a bipolar plate for an electrochemical system, comprising two separator plates which are connected to one another, at least one of the separator plates having a plate body and at least one tab which is formed in one piece with the plate body and can be separated from the plate body via a predetermined breaking point. The disclosure additionally relates to a retention sample for a bipolar plate or flow plate, to a flow plate, to a system, and to a method for producing and testing a bipolar plate or flow plate.

Abstract: A drive unit includes a drive shaft, an electric machine for electrically generating a drive torque, a motor shaft for transmitting the drive torque, and a continuously variable transmission designed as a belt-driven conical disk transmission. The belt-driven conical disk transmission includes an input disk set coupled to the motor shaft, an output disk set coupled to the drive shaft, and a traction means for coupling the input disk set to the output disk set. The output disk set includes an output-side fixed disk that is axially immovable relative to the drive shaft, and an output-side floating disk unit with an output-side floating disk that is axially displaceable relative to the drive shaft to vary a first axial distance between the output-side floating disk and the output-side fixed disk. The output-side floating disk unit is arranged at least partially in a common axial area with the electric machine.

Abstract: A hybrid powertrain includes an output shaft, a combustion power section for providing a first torque, an electric power section for providing a second torque, and an output transmission for transmitting the first torque between the combustion power section and the output shaft and transmitting the second torque between the electric power section and the output shaft. The combustion power section includes an internal combustion engine with a combustion shaft for outputting the first torque, a generator with a generator shaft for converting the first torque into electric energy, and a variable belt transmission for variably translating the first torque. The belt transmission includes a combustion-side cone pulley pair with a first axially movable pulley arranged on a generator shaft side, an output-side cone pulley pair with a second axially movable pulley, and a belt for variably torque-transmittingly connecting the combustion-side cone pulley pair to the output-side cone pulley pair.

Abstract: The invention relates to a transmission for a drive train of a motor vehicle, having a shaft section, to which a torque measurement device, designed to measure a torque applied to the shaft section is attached, wherein an electronics unit connected to the torque measurement device is received radially within the shaft section. The invention further relates to a drive train for a motor vehicle, having a transmission.

Abstract: A hybrid drivetrain includes an output element, a combustion powertrain, an electrical powertrain, and a torque-transmitting, fixed-speed reduction gearing connected to the output element for reducing a speed of the internal combustion engine and the electric machine. The combustion powertrain has an internal combustion engine with a drive shaft for delivering a first torque, a generator with a generator shaft for converting the first torque into electrical energy, a variable transmission arranged to variably transmit the first torque, and a torque clutch for connecting and disconnecting transmission of the first torque between the internal combustion engine and the output element. The electrical powertrain has an electric machine with a rotor shaft for delivering a second torque. In an example embodiment, the torque-transmitting, fixed-speed reduction gearing has a direct combustion input stage for the combustion powertrain and a direct electrical input stage for the electrical powertrain.

Abstract: A CVT drive train includes a gearbox input shaft, a secondary drive, a differential, and a continuously adjustable variator. The gearbox input shaft is arranged on a motor side. The secondary drive has a starting device and an electric motor, both arranged coaxially to the gearbox input shaft. The electric motor has a stator, and a rotor arranged radially inside of the stator. The differential has a differential output gear. The continuously adjustable variator has a drive-side disc set, and an output-side disc set coupled to the differential and arranged directly adjacent to the differential output gear in a plan view. The drive-side disc set has a drive-side adjustable disc, and a drive-side fixed disc facing away from the motor side. The output-side disc set has an output-side fixed disc, and an output-side adjustable disc facing away from the motor side.

Abstract: A hybrid powertrain includes an internal combustion engine, an electrical machine, a transmission, an output, a first separating clutch, and a generator. The internal combustion engine includes a drive shaft for transmitting a drive shaft torque and the electrical machine includes a rotor shaft for transmitting a rotor shaft torque. The transmission is for transmitting the drive shaft torque and the rotor shaft torque, the output is for receiving the drive shaft torque or the rotor shaft torque, and the first separating clutch is for connecting and disconnecting the drive shaft and the output. The generator is arranged in a first torque flow between the drive shaft and the transmission, and includes a generator shaft for converting the drive shaft torque or the rotor shaft torque into electrical energy.

Abstract: A drive train for a hybrid motor vehicle is disclosed. The drive train includes a drive shaft for introducing a torque produced in an internal combustion engine, a transmission input shaft, which can be coupled to the drive shaft by a first clutch, and a steplessly adjustable variator coupled to the transmission input shaft for converting and transmitting the torque to an output shaft. The drive train also includes an electric machine for introducing an electrically produced torque, wherein the electric machine has a rotor, which can be made to interact with a stator, and the rotor can be coupled to the transmission input shaft by a second clutch. A direct drive stage is provided, which can be coupled to the rotor of the electric machine by a third clutch, for transmitting the torque produced in the electric machine past the variator to the output shaft. The first clutch, the second clutch and the third clutch are arranged radially on the inside in relation to the rotor.

Abstract: A drive train for a hybrid motor vehicle is disclosed. The drive train includes a drive shaft for introducing a torque produced in an internal combustion engine, a transmission input shaft, which can be coupled to the drive shaft by a first clutch, and a steplessly adjustable variator coupled to the transmission input shaft for converting and transmitting the torque to an output shaft. The drive train also includes an electric machine for introducing an electrically produced torque, wherein the electric machine has a rotor, which can be made to interact with a stator, and the rotor can be coupled to the transmission input shaft by a second clutch. A direct drive stage is provided, which can be coupled to the rotor of the electric machine by a third clutch, for transmitting the torque produced in the electric machine past the variator to the output shaft. The first clutch, the second clutch and the third clutch are arranged radially on the inside in relation to the rotor.

Abstract: A securing device (1) for a screw (2), including a component (3) having at least one screw opening (4). The screw opening (4) has a first bore (5) and a second bore (6) in which the first bore (5) has a smaller bore diameter and a larger bore depth than the second bore (6). The securing device (1) also has an annular expansion element (7) that can be fitted into the second bore (6) and is designed to expand radially and to press its outer circumference (7?) against an inner circumference of the second bore (6) when the screw (2) is introduced into an annular opening (7?) of the expansion element (7). Also described is a method for securing a screw (2) in a screw opening (4) utilizing the securing device (1).

Abstract: A CVT drive train including a continuously adjustable variator and having a transmission input shaft situated on a primary drive side of the drive train and operatively connected with a primary drive source that is an internal combustion engine. A start-up device and a secondary drive source that includes an electrical machine are disposed co-axially. A first additional clutch serves to couple the secondary drive source to a direct drive stage, and a second additional clutch serves to couple the secondary drive to the variator input.

Abstract: A CVT drive train includes a gearbox input shaft, a secondary drive, a differential, and a continuously adjustable variator. The gearbox input shaft is arranged on a motor side. The secondary drive has a starting device and an electric motor, both arranged coaxially to the gearbox input shaft. The electric motor has a stator, and a rotor arranged radially inside of the stator. The differential has a differential output gear. The continuously adjustable variator has a drive-side disc set, and an output-side disc set coupled to the differential and arranged directly adjacent to the differential output gear in a plan view. The drive-side disc set has a drive-side adjustable disc, and a drive-side fixed disc facing away from the motor side. The output-side disc set has an output-side fixed disc, and an output-side adjustable disc facing away from the motor side.

Abstract: The invention relates to a transmission for a drive train of a motor vehicle, having a shaft section, to which a torque measurement device, designed to measure a torque applied to the shaft section is attached, wherein an electronics unit connected to the torque measurement device is received radially within the shaft section. The invention further relates to a drive train for a motor vehicle, having a transmission.

Abstract: A CVT drive train including an input drive is disclosed. A torque converter is downstream from the input drive in a power flow direction and contained within a torque converter housing, where the torque converter serves as a starting element. A disconnect clutch is contained within the torque converter housing along with a converter bridging clutch. The bridging clutch is combined with the disconnect clutch such that the impeller shell acts as a friction member for both clutches. In this way, the bridging clutch is positioned between a turbine shell and an impeller shell and the disconnect clutch is positioned between the impeller shell and housing of the torque converter. A continuously variable variator is operatively connected to and arranged downstream from the torque converter, and a rotation reversing device is downstream of the variator to enable a shift between a neutral position of the drive train and one of a forward driving position and a reverse driving position.

Abstract: A CVT transmission having an input drive, a continuously variable variator, a sub-transmission to achieve at least two operating ranges (low and high) each with continuously variable gear ratios, and having a direct-shift stage for switching between a first operating range (low) and a second operating range (high) with continuously variable gear ratios. For the first operating range (low) the sub-transmission includes a non-positive clutch, such as a friction clutch, and for the second operating range (high) it includes a positive clutch, such s a jaw clutch.

Abstract: A CVT drive train having an input drive, a start-up element, a continuously variable variator, and a differential. A direct shifting stage bridges the variator and is connected directly to the input drive. The direct connection of the direct shifting stage to the input drive enables the direct shifting stage to be used advantageously independently of the start-up element and can be connected, for example, to a gear that is used in conventional CVT drive trains to drive a hydraulic pump.

Abstract: A CVT transmission including a start-up element, a variator, and a direct-shift stage for switching between a first operating range (low) and a second operating range (high). A maximum transmission ratio of the second operating range (high) corresponds to a minimum transmission ratio of the first operating range (low). The transmission ratio ranges are arranged so that the marginal variator transmission ratio ranges, which constitute low-efficiency ranges, are not used.