Abstract: A bearing arrangement for rotatably supporting a pinion shaft in a housing is described. A pinion of the pinion shaft interacting with a ring gear, the pinion shaft being mounted in the housing by way of two axial bearings and a radial bearing which is arranged between the axial bearings.

Abstract: A bearing arrangement for rotatably supporting a pinion shaft in a housing is described. A pinion of the pinion shaft interacting with a ring gear, the pinion shaft being mounted in the housing by way of two axial bearings and a radial bearing which is arranged between the axial bearings.

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.

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: 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.

Abstract: A power divider for motor vehicles includes a housing, a primary shaft and a secondary shaft, wherein a friction clutch having an outer part that is rigidly connected to the primary shaft, and an inner part, derives torque from the primary shaft and delivers the torque to the secondary shaft by means of the inner part and a displacement drive. To ensure a sufficient supply of lubrication oil under all conditions, an oil reservoir, which at least partially surrounds the ramp ring, is fixed in the housing between the coupling and the displacement drive. The base of the oil reservoir comprises at least one opening, which is adjacent to the upper part of the periphery of the ramp ring, and the oil reservoir has at least one guiding device that extends into the centrifugal area of the displacement drive, through which the centrifuged lubrication oil is received in the reservoir.

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 motor vehicle brake and clutch actuator system includes a pressurized fluid source and a plurality of fluid actuated brakes. Each brake is adapted to individually decelerate a vehicle wheel. A fluid actuated clutch is adapted to drivingly interconnect members of a vehicle driveline. A plurality of valves selectively communicate the pressurized fluid source with one of the plurality of fluid actuated brakes and the fluid actuated clutch.

Abstract: A clutch arrangement responsive to a speed difference including 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 prevails 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 at a leakage line that leads from the pressure space to a low pressure space and extends parallel to the pump.

Abstract: A power divider for motor vehicles includes a housing, a primary shaft and a secondary shaft, wherein a friction clutch having an outer part that is rigidly connected to the primary shaft, and an inner part, derives torque from the primary shaft and delivers the torque to the secondary shaft by means of the inner part and a displacement drive. To ensure a sufficient supply of lubrication oil under all conditions, an oil reservoir, which at least partially surrounds the ramp ring, is fixed in the housing between the coupling and the displacement drive. The base of the oil reservoir comprises at least one opening, which is adjacent to the upper part of the periphery of the ramp ring, and the oil reservoir has at least one guiding device that extends into the centrifugal area of the displacement drive, through which the centrifuged lubrication oil is received in the reservoir.

Abstract: A motor vehicle brake and clutch actuator system includes a pressurized fluid source and a plurality of fluid actuated brakes. Each brake is adapted to individually decelerate a vehicle wheel. A fluid actuated clutch is adapted to drivingly interconnect members of a vehicle driveline. A plurality of valves selectively communicate the pressurized fluid source with one of the plurality of fluid actuated brakes and the fluid actuated clutch.

Abstract: In a motor vehicle having a brake system and a drive train, the brake system comprises a vehicle movement dynamics controller (10), a control group (40) for actuating brakes and a hydraulic unit with pressure medium supply (25, 27, 30) and wheel-specific hydraulic valves (43LV, 43RV, 43LH, 43RH) for activating the individual wheel brake cylinders (12LV, 12RV, 12LH, 12RH), and the drive system has at least one drive train (2, 3; 5, 7, 8) in which a controllable clutch (6) is arranged, which clutch (6) is activated by a clutch actuation means (40K), a hydraulic valve (43K) and an actuator (16) In order to make the vehicle as a whole cheaper but also bring about a functional improvement, the clutch controller of the drive system is integrated into the vehicle movement dynamics controller (10) of the brake system, and the hydraulic valve (43K) for activating the clutch (6) is connected to the pressure medium supply (25, 27, 30) of the brake system, and the modular control group 11.

Abstract: An actuator with a simple function for the control of a friction clutch in the drive train of a motor vehicle having a cylinder/piston unit for generating the contact pressure of the clutch should be fast, inherently safe and nevertheless simple and inexpensive. For this purpose, a controllable pump (3) generates a pressure medium and makes it available to the cylinder/piston unit (1) via a self-regulating valve unit (2). A dump valve (8) consists of a sleeve (10) and a spring-assisted slide (12) therein. The sleeve has a first opening (11), through which the pressure medium can flow from the cylinder/piston unit (1). The slide (12) exposes the opening (11) in a first position and conceals the opening of a second position. The clutch is controlled in this way by actuating the electric motor.

Abstract: A power transmission unit with a hydraulic coupling dependent on a rotational-speed difference, in which, when a rotationalspeed difference occurs between the input member (1) and the output member (6), a hydrostatic displacement machine (20) produces in a pressure space (34) a pressure that acts on a piston (27) acting on a friction clutch (31), has a housing (4). To compensate for the centrifugal force acting on the working fluid in the pressure space (34), at least one centrifugalforce element (11, 12, 13) is provided in the housing, exerting on the piston (27) a force counter to the pressure produced by the centrifugal force in the pressure chamber (34).

Abstract: A power transmission unit with a hydraulic coupling dependent on a rotational-speed difference, in which, when a rotational-speed difference occurs between the input member (1) and the output member (6), a hydrostatic displacement machine (20) produces in a pressure space (34) a pressure that acts on a piston (27) acting on a friction clutch (31), has a housing (4). To compensate for the centrifugal force acting on the working fluid in the pressure space (34), at least one centrifugal-force element (11, 12, 13) is provided in the housing, exerting on the piston (27) a force counter to the pressure produced by the centrifugal force in the pressure chamber (34).

Abstract: An actuator with a simple function for the control of a friction clutch in the drive train of a motor vehicle having a cylinder/piston unit for generating the contact pressure of the clutch should be fast, inherently safe and nevertheless simple and inexpensive. For this purpose, a controllable pump (3) generates a pressure medium and makes it available to the cylinder/piston unit (1) via a self-regulating valve unit (2). A dump valve (8) consists of a sleeve (10) and a spring-assisted slide (12) therein. The sleeve has a first opening (11), through which the pressure medium can flow from the cylinder/piston unit (1). The slide (12) exposes the opening (11) in a first position and conceals the opening of a second position. The clutch is controlled in this way by actuating the electric motor.

Abstract: A speed-difference-dependent hydraulic clutch comprises a drive housing (11), which rotates in a housing (20), a first shaft (21) which can be connected in a rotationally fixed manner to the drive housing, a second shaft (22) which is connected in a rotationally fixed manner to the drive housing, and furthermore a hydrostatic displacement machine (1), a friction clutch (12) for connecting the first shaft (21) to the drive housing (11), and a piston (10) for acting on the friction clutch (12), the drive housing (11) having a pressure space (9) and where a pressure is produced in the pressure space (9) when a difference in speed occurs in the pressure space (9), this pressure giving rise to action upon the friction clutch (12), and a passage (13) leading from the pressure space to a control valve which opens up the route to a space of lower pressure in a controlled manner.

Abstract: In a motor vehicle having a brake system and a drive train, the brake system comprises a vehicle movement dynamics controller (10), a control group (40) for actuating brakes and a hydraulic unit with pressure medium supply (25, 27, 30) and wheel-specific hydraulic valves (43LV, 43RV, 43LH, 43RH) for activating the individual wheel brake cylinders (12LV, 12RV, 12LH, 12RH), and the drive system has at least one drive train (2, 3; 5, 7, 8) in which a controllable clutch (6) is arranged, which clutch (6) is activated by a clutch actuation means (40K), a hydraulic valve (43K) and an actuator (16). In order to make the vehicle as a whole cheaper but also bring about a functional improvement, the clutch controller of the drive system is integrated into the vehicle movement dynamics controller (10) of the brake system, and the hydraulic valve (43K) for activating the clutch (6) is connected to the pressure medium supply (25, 27, 30) of the brake system, and the modular control group 11.

Abstract: Drive system for an all-wheel driven motor vehicle having a first and a second driven axle (3, 9), which drive system has a differential-speed-dependent clutch (6) for driving the second driven axle, and an at least partially lockable differential (8) between the wheels of the second driven axle (9). The differential-speed-dependent clutch (6) comprises a pump (10) which, when a differential speed occurs, produces a pressure which leads to the transmission of a torque to the second driven axle (9). In order to ensure that the differential lock responds in a manner coordinated neatly in terms of time and taking account of the driving state, a connecting line (18) leads from the delivery side (11 or 12) of the pump (10) to an actuating member (27) of the lockable differential (8), with the result that, when a differential speed occurs, the pressure produced by the pump (10; 67) makes it possible to at least partially lock the differential (8) by means of a positive locking clutch (26).