Abstract: A drive train of a vehicle is disclosed which comprises a permanently driven primary axle and a secondary axle connectable to the primary axle via a switch-on device with a switch-on mechanism, whereby the secondary drive train output via side shaft couplings is transferred to the drive wheels of the secondary axle. Because the switch-on mechanism and/or the side shaft couplings have frictionally engaged couplings, it can be that when the secondary axle is uncoupled, the shutdown section of the secondary drive train located between the switch-on device and the side shaft couplings is uncoupled both from the primary axle and from the secondary drive wheels, such that there is no more power loss in this shutdown section, whereby connecting the secondary drive train during travel is possible all the same and losses in comfort and practicability do not have to be tolerated.

Abstract: The invention relates to an oiling concept of an equalizing unit of a drive train of a motor vehicle with a clutch device to be oiled in driving mode. In order to stop drag torques which act on the clutch device from the outside and result in increased dissipation when said clutch device is not required due to the operating state, measures are provided which promote the dry running of the clutch device. The measures include the spatial-functional separation of the oil delivery device from the clutch device and the provision of a braking or decoupling device by means of which the oil delivery device can be deactivated if there is no oil requirement.

Abstract: A device for use with a vehicle transmission system includes a housing having a clutch provided therein and a first member extending from the housing and configured for coupling to a vehicle differential. The first member includes a generally hollow tube configured to carry a rotatable shaft therein. The device does not include a second member for directly coupling the device to a transmission housing or to the differential.

Abstract: The invention relates to a hybrid drive unit, in which for the most optimum possible synergetic use of the combustion engine drive and electromotive drive, a multi-speed clutch- and gear assembly is provided, in which both the combustion engine drive power and also the electromotive drive power is introduced into an input member of the clutch- and gear assembly. Hereby, numerous drive variants are made possible, which allow the drive machines to cooperate with each other according to requirements. The invention additionally relates to the method by which such a drive unit is operated.

Abstract: An all-wheel drivetrain for a motor vehicle, which has at least two driven axles, comprising a characteristic torque converter transmission of longitudinal construction. To the input side of the transmission drive power is fed and the transmission serves for converting a characteristic of a drive engine. The output side of the transmission is connected to a transfer device, by means of which the drive power can be distributed to the two axles. The transmission has an output shaft which is connected to a first drive shaft for the first axle, and a countershaft parallel thereto. The output shaft and the countershaft are connected to one another by means of a first constant transmission ratio. The countershaft is connected by means of a second constant transmission ratio to a second drive shaft for the second axle. The transfer device is arranged coaxially with the second drive shaft.

Abstract: A gear assembly for a motor vehicle includes first clutch configured to selectively couple an input shaft to an output shaft and a second clutch configured to selectively couple the input shaft to a planetary gear train. When the first clutch is activated and the second clutch is not activated, the input torque is transmitted from the input shaft to the output shaft such that the output torque relative to the input torque is a first gear ratio. When the second clutch is activated and the first clutch is not activated, the input torque is transmitted from the input shaft to the output shaft through the planetary gear train such that the output torque relative to the input torque is a second gear ratio. When neither the first clutch nor the second clutch are activated, the input torque is not transmitted from the input shaft to the output shaft.

Abstract: A differential gear having first and second driven shafts connected with a drive cage via a planetary or differential gear and a stationary gear housing. An intermediate gear with a planetary unit is provided with the first driven shaft, wherein the planetary unit includes a planetary wheel support and a planetary wheel pair having a first planetary wheel and a second planetary wheel. The first and second planetary wheels having different effective diameters, wherein the planetary wheel pair is arranged on planetary wheel pair shafts. A first sun wheel engaged with the first planetary wheel and a second sun wheel arranged coaxially with the first sun wheel. A brake device including a braking force applicator and a braking torque that brakes the planetary unit with respect to the stationary gear housing, and wherein the planetary unit includes active surfaces for introducing the breaking torque into the planetary unit.

Abstract: A device for use with a vehicle transmission system includes a housing having a clutch provided therein and a first member extending from the housing and configured for coupling to a vehicle differential. The first member includes a generally hollow tube configured to carry a rotatable shaft therein. The device does not include a second member for directly coupling the device to a transmission housing or to the differential.

Abstract: A drive train for a motor vehicle, which has a front axle and a rear axle, of which one is driven constantly and the other is driven as required, with a drive unit which is installed in the motor vehicle transversely at the front and provides drive torque via an output member, the output member being connected to the constantly driven axle, with an angular gear which is arranged in the region of the front axle and is connected to a cardan shaft which serves for transferring drive torque to the rear axle, and with a friction clutch arrangement for cutting in the axle driven as required, wherein the friction clutch arrangement is integrated with the angular gear in the region of the front axle.

Abstract: The invention relates to an asymmetrical, active axle transmission with an epicyclic gear system, which is arranged concentrically to a side shaft (7) and has a planet carrier (17). To achieve an active yaw function, the planet carrier (17) or the central wheel (13) can be braked. Conventional asymmetrical active yaw gears use in this connection two separate brake clutches. This enlarges the construction space and increases the manufacturing costs which the invention avoids in that the planet carrier (17) is part of a first brake coupling (5) and that a second brake clutch (9) for braking the side shaft (7) as well as the first brake clutch (5) use a common abutment lamella (19).

Abstract: A device for use with a vehicle transmission system includes a housing having a clutch provided therein and a first member extending from the housing and configured for coupling to a vehicle differential. The first member includes a generally hollow tube configured to carry a rotatable shaft therein. The device does not include a second member for directly coupling the device to a transmission housing or to the differential.

Abstract: An angle drive with two shafts (12, 15) which are drivingly connected to one another and whose axes (A1, A2) intersect one another at an angle, wherein on each of the shafts (12, 15) there is firmly arranged at least one gearwheel (19, 20, 21) and wherein there is provided a hollow gear (17) with an axis of rotation (A3) and wherein the gearwheels (19, 20, 21) engage the hollow gear (17).

Abstract: An axle drive unit for an all-wheel drive train comprises an input element which is connectable to an input shaft, such as a cardan shafts. The input shaft extends in a longitudinal direction. The drive unit comprises a power-split device, of which the input member is connected to the input element and of which the output members are connectable to driveshafts of the axle. The axle is oriented in a direction transverse to the longitudinal direction. The input member and the output members of the power-split device are mounted rotatably about axes parallel to the longitudinal direction. An angle drive is arranged in each case between the output members of the power-split device and the driveshafts.

Abstract: A drivetrain for an all-wheel-drive vehicle which has a first driven axle and a second driven axle. A drive unit is connected to a multi-stage transmission which has a multiplicity of gear stages for generating different transmission ratios. A transmission output shaft of the multi-stage transmission is connected to the first driven axle. The drive unit is also connected to an activating arrangement, the output element of which is connected to the second driven axle. Thus drive power can be supplied to the first axle permanently via the multi-stage transmission and drive power can be supplied to the second axle on demand via the activating arrangement. The activating arrangement has a first activating friction clutch and a second activating friction clutch which are designed to supply drive power to the second axle via a first and a second transmission ratio stage, respectively. The first transmission ratio stage is assigned to at least one lower gear stage of the multi-stage transmission.

Abstract: A drivetrain for a motor vehicle has a friction clutch for transmitting drive torque for the motor vehicle and has an actuator arrangement for actuating the friction clutch. The actuator arrangement has a first actuator which is designed to close the friction clutch quickly with little force expenditure in order to thus quickly close up the play which is present in the open state of the friction clutch. The actuator arrangement has a second actuator which is designed such that, with a small stroke, it applies a large force for actuating the friction clutch in order to keep the friction clutch closed with little energy expenditure.

Abstract: The invention relates to a drive train of a vehicle, comprising a permanently driven primary axle and a secondary axle connectable to the primary axle via a switch-on device with a switch-on mechanism, whereby the secondary drive train output via side shaft couplings is transferred to the drive wheels of the secondary axle. A disadvantage to these drive trains is that also when the secondary axles are not connected their components are dragged along by the vehicle drive or by the drive wheels rolling away on the roadway, causing power losses. Complete shutdown of the secondary drive train to date is executed only by manually switchable wheel hub couplings which are however a disadvantage with respect to ease of use and practicability.

Abstract: A power divider for a motor vehicle with a first and a second driven axle, with an input member which is connectable to the output of a drive unit, with a transverse differential for the first driven axle and an output member which is connectable to the second driven axle, and with a friction clutch which has two friction members, one of the friction members being connected to the output member, the other friction member being connected axially rigidly to an input element of the transverse differential, and the input element of the transverse differential being supported in the axial direction on the output member.

Abstract: A drive train for a motor vehicle, which has a front axle and a rear axle, of which one is driven constantly and the other is driven as required, with a drive unit which is installed in the motor vehicle transversely at the front and provides drive torque via an output member, the output member being connected to the constantly driven axle, with an angular gear which is arranged in the region of the front axle and is connected to a cardan shaft which serves for transferring drive torque to the rear axle, and with a friction clutch arrangement for cutting in the axle driven as required, wherein the friction clutch arrangement is integrated with the angular gear in the region of the front axle.

Abstract: A drive train for a motor vehicle, which has a front axle and a rear axle, of which one is driven constantly and the other is driven as required, with a drive unit which is installed in the motor vehicle transversely at the front and provides drive torque via an output member, the output member being connected to the constantly driven axle, with an angular gear which is arranged in the region of the front axle and is connected to a cardan shaft which serves for transferring drive torque to the rear axle, and with a friction clutch arrangement for cutting in the axle driven as required, wherein the friction clutch arrangement is integrated with the angular gear in the region of the front axle.

Abstract: A differential gear having first and second driven shafts connected with a drive cage via a planetary or differential gear and a stationary gear housing. An intermediate gear with a planetary unit is provided with the first driven shaft, wherein the planetary unit includes a planetary wheel support and a planetary wheel pair having a first planetary wheel and a second planetary wheel. The first and second planetary wheels having different effective diameters, wherein the planetary wheel pair is arranged on planetary wheel pair shafts. A first sun wheel engaged with the first planetary wheel and a second sun wheel arranged coaxially with the first sun wheel. A brake device including a braking force applicator and a braking torque that brakes the planetary unit with respect to the stationary gear housing, and wherein the planetary unit includes active surfaces for introducing the breaking torque into the planetary unit.