Abstract: A transfer case (12) for distributing a driving torque of an input shaft (19) between two drivable output shafts (22, 29) is described. The transfer case (12) is realized with two controllable and adjustable frictionally engaged clutches (k_VA, k_HA), which are arranged between the input shaft (19) and the output shafts (22, 29) and whose transfer capabilities can be respectively adjusted via separate actuating devices (10, 11). A driving torque can be distributed between the drivable output torques (22, 29) in dependence upon the set transfer capabilities of the clutches (k_VA, k_HA). One clutch (k_HA) can also be radially enclosed by the other clutch (k_VA).

Abstract: A method for controlling a drivetrain (1) in a motor vehicle is disclosed, in particular in an off-road vehicle with a drive unit (2), a multi-group transmission (4) and an output. The multi-group transmission (4) comprises at least an automatic gearbox (8) and a subsequent range transfer box (9) which may be switched by means of switching elements (24, 25). On changing the ratio in the range transfer box (9), a synchronisation of the switching element (24 or 25), for switching in the range transfer box (9), is carried out by means of a controller of switching elements in the automatic gearbox (8).

Abstract: A method for operating a drive train of a vehicle with a drive engine, a brake system, at least two vehicle cross-shafts of a first vehicle axle with at least two wheels. The cross-shafts being actively connected via a transverse distributor gear and being driven by the engine. The vehicle also possibly having a second vehicle axle with at least two wheels. Frictional shift elements of the first vehicle axle, between the wheels of the first vehicle axle and the transverse distributor gear, are provided for variable distribution, to the first vehicle axle, of the fraction of the drive torque from the engine in the transverse direction of the vehicle between the two wheels. A desired yaw torque is determined. The drive engine, brake system and shift elements are controlled such that the desired yaw torque is produced essentially without changing the positive forward drive of the vehicle.

Abstract: An actuator for an active chassis of a motor vehicle is proposed which includes a body spring and a vibration damper, and which incorporates a hydraulic or pneumatic positioning cylinder (3) and a compensation spring (2). The actuator (1) is so designed and positioned that the static body mass (13) is borne by the compensation spring (2).

Abstract: A vehicle with a drive engine, with at least two vehicle axles and a transmission unit for variable distribution of drive torque from the drive engine in the vehicle's longitudinal direction between the vehicle's axles. The transmission unit is made with an input shaft and at least two output shafts, at least two planetary gearsets and an electric machine arranged between two mutually connected shafts of the planetary gearsets for distribution of the torque delivered via the transmission input shaft between the transmission output shafts as a function of a torque produced by the electric machine. The electric machine is in active connection with the transmission unit connecting between the two interconnected shafts of the planetary gearsets and the planetary gearsets are made with different transmission ratios so that the electric machine is driven by virtue of a speed difference between the actively interconnected shafts of the planetary gearsets.

Abstract: A vehicle is described, with a drive engine arranged in the transverse direction of the vehicle, with vehicle cross-shafts of a vehicle axle that can be driven by the drive engine and with a transmission unit for the variable distribution of the drive torque from the drive engine in the vehicle's transverse direction between wheels connected to the vehicle cross-shafts. The transmission unit has an input shaft and two output shafts, with two planetary gearsets and an electric machine arranged between two interconnected shafts of the planetary gearsets for the variable distribution of the torque delivered by the input shaft between the two output shafts as a function of torque produced by the electric machine.

Abstract: A transmission unit (7) with a housing (9), a transmission input shaft (10) and three transmission output shafts (11, 12, 13), at least two planetary gearsets (14, 15) and a device (16) arranged between two actively interconnected shafts (14A, 15A) of the planetary gearsets for variable distribution of torque delivered by the transmission input shaft between two of the three transmission output shafts is described. A web (14D) of the first planetary gearset is formed with a differential cage (19A) of a differential (19), which is provided in order to distribute part of the torque which is delivered by the transmission shaft that has been passed on to the two of the transmission output shafts between the two transmission output shafts.

Abstract: A power train (1) of an all-wheel drive vehicle with at least two driven vehicle axles (4, 5), with a main transmission (3) placed between a main engine (2) and the vehicle axles (4, 5), capable of displaying different conversion ratios, which has three control and adjustment frictional clutches (k_VA, k_HA_L and k_HA_R). The first clutch (k_VA) is placed between the main transmission (3) and the first vehicle axle (4) and the second clutch (k_HA_L) and the third clutches (k_HA_R) are respectively located between an axle transmission (7) and two driven wheels (5A, 5B) of the second vehicle axle (5). The respective transfer capabilities of the clutches (k_VA, k_HA_L, k_HA_R) can be adjusted with an actuator (8), and the driving torque between the driven vehicle axles (4, 5) can be distributed depending on the adjusted transfer capabilities of the clutches (k_VA, k_HA_L, k_HA_R).

Abstract: A power train and a method for controlling and regulating a power train of a motor vehicle with at least two drivable motor vehicle axles. A main transmission is arranged between a motor and the motor vehicle axles for representing various gear ratios. Furthermore, a controllable and regulatable clutch is provided between the main transmission and each of the motor vehicle axles, respectively, whose transmission capacity is respectively adjustable by means of an actuator system. A drive torque can be distributed between the motor vehicle axles as a function of the set transmission capacities of the clutches. The transmission capacities of the clutches can be adjusted to the distribution of the drive torque as needed and optimized as to efficiency by the actuator system such that one clutch can be operated in a slip operation, while the other clutch can be held at least nearly in a synchronous state.

Abstract: A transmission for distributing a drive torque to two drive output shafts, with two planetary gearsets each having at least three shafts. A respective shaft of a planetary gearset is connected to a drive input shaft. Furthermore, one shaft of each planetary gearset constitutes one of the output shafts and in each case at least one further shaft of a planetary gearset is connected with a shaft of another planetary gearset. An operation-status-dependent torque of one shaft can be supported by the connection, depending on an operating status of the other shaft connected thereto, in such manner that when there is a rotation speed difference between the output shafts, a speed-difference-changing torque is applied to the planetary gearsets. Furthermore, a drive train is proposed, in which a drive torque from a drive-power-source is distributed variably in the longitudinal and transverse direction of the vehicle in an operation-status-dependent manner.

Abstract: A distributor transmission (8) having at least three shafts (11, 12, 13) for distributing a drive torque (M_GE) as needed to at least two drive axles (4, 5). A first shaft (11) is operatively connected with the first drive axle (5) and can be loaded with the drive torque (M_GE). The second shaft (12) is operatively connected with the second drive axle (4) and a torque (M_E) of a machine device (14) on a third shaft (13) can be applied which influences a degree of distribution (P_VA/P_GES) of the drive torque (M_GE) between the drive axles (4, 5).

Abstract: A transmission for distributing a drive torque between at least two drive output shafts with at least two planetary gearsets, each having at least three-shafts. In each case, a shaft of a planetary gearset is connected to a drive input shaft and a second respective shaft of a planetary gearsets is the drive output shafts. A respective third shaft of the planetary gearsets communicates with a brake such that a degree of distribution of the drive torque between the two output shafts varies as a function of the transfer capacities of the brakes. A transmission device controls and regulates a drive torque from a drive engine between the two output shafts of the transmission device. The transfer capacities of the two brakes are adjusted such that one brake is in a synchronous condition and the transfer capacity of the other brake is varied between a lower and an upper limiting value.

Abstract: A transfer case (12) for distributing a driving torque of an input shaft (19) between two drivable output shafts (22, 29) is described. The transfer case (12) is realized with two controllable and adjustable frictionally engaged clutches (k_VA, k_HA), which are arranged between the input shaft (19) and the output shafts (22, 29) and whose transfer capabilities can be respectively adjusted via separate actuating devices (10, 11). A driving torque can be distributed between the drivable output torques (22, 29) in dependence upon the set transfer capabilities of the clutches (k_VA, k_HA). One clutch (k_HA) can also be radially enclosed by the other clutch (k_VA).

Abstract: A method for determining a control standard of an active steering device (10) of a vehicle (1) controllable by a control device (11). A driving dynamic of the vehicle (1) is influenced according to the control standard. The control standard is determined according to a nominal yawing rate calculated at least with reference to different actual operating parameters of the vehicle and one dynamic vehicle state determined according to the nominal yawing rate and actual operating state parameters. The control standard is superimposed on a steering transit angle preset by a driver so that an existing actual yawing rate is changed in direction of the nominal yawing rate.

Abstract: A method for controlling a drive train of a vehicle having a a multi-group transmission, comprising an automatic transmission and a subsequently placed range group. During a change of the gear ratio of the range group, the following occurrences take place: the drive train is relieved of load by a change of motor torque; an openable shifting element of the range group is opened; an closable shifting element of the range group is synchronized and closed; one ratio of the automatic transmission is changed in such a way that a change of ratio of the multi-group transmission is smaller than is an unassisted change of ratio of the range group. A desired speed of rotation of the motor is established by changing the transfer capability of one shifting element to an equivalent ratio of the multi-group transmission, which ratio exhibits a connective rotary speed to which the closable shifting element of the range group is synchronous.

Abstract: A method for controlling of a drive train of a vehicle having a multi-group transmission, an output mechanism and a control apparatus for the regulation of the drive train. The multi-group transmission consists of an automatic transmission and a range group. To change the ratio of the range group the drive train is relieved of load; a shifting element of the range group is closed; a shifting element of the range group is synchronized and opened; and a ratio of the automatic transmission is so altered that a change of the ratio of the multi-group transmission is less than in a case of an individual alteration of the ratio of the range group.

Abstract: A transfer case (1) with controllable clutch (5) for a motor vehicle, especially for a motor vehicle with part-time four-wheel drive, for distributing a driving torque coming in via a drive shaft (2) to at least two output shafts (3, 4). Hereby the output shaft (4) can be connected to the drive shaft (2) via the clutch (5), and the clutch (5) can be actuated via an electric motor (9) and a drive converter device (10) that is arranged between the electric motor (9) and the clutch (5) for converting a rotatory motion of the electric motor (9) into a translatory actuating motion for the clutch (5). The electric motor (9) is hereby designed as an induction motor.

Abstract: A distributor gear (1) with an adjustable coupling device (5) for a vehicle, in particular for a vehicle with a shiftable all-wheel drive is described for the distribution of an incoming drive torque via a drive shaft (2) to at least two output shafts (3, 4). It is moreover provided that an output shaft (4) can be connected via the coupling device (5) with the drive shaft (2) and that the coupling device (5) can be actuated via an electric motor (9) and a drive converter device (10) located between the electric motor (9) and the coupling device (5) for the conversion of rotary movement of the electric motor (9) into a translatory actuation movement for the coupling device (5). The electric motor (9) is incorporated into a gear (7).

Abstract: A method for controlling a drivetrain (1) in a motor vehicle is disclosed, in particular in an off-road vehicle with a drive unit (2), a multi-group transmission (4) and an output. The multi-group transmission (4) comprises at least an automatic gearbox (8) and a subsequent range transfer box (9) which may be switched by means of switching elements (24, 25). On changing the ratio in the range transfer box (9), a synchronisation of the switching element (24 or 25), for switching in the range transfer box (9), is carried out by means of a controller of switching elements in the automatic gearbox (8).

Abstract: A transfer transmission (1) is described having a regulatable coupling device (5) for a motor vehicle, particularly for a motor vehicle having engageable all-wheel drive, for distributing an input torque introduced in a housing (28) via an input shaft (2) to at least two output shafts (3, 4). One output shaft (4) can be connected via the coupling device (5) with the input shaft (2) and the coupling device (5) can be actuated via one electric motor (7) and one input converter device (8) situated between the electric motor (7) and the coupling device (5) for converting a rotator motion of the electric motor (7) to a translatory actuating motion for the coupling device (5). One axle offset between the input shaft (2) and the output shaft (4) connectable there is bridged via one CVT unit (6). The electric motor (7) is integrated in the housing (28).