Abstract: The present invention relates to a method with which the driving dynamics of an electrically driven vehicle can be modified. Within the scope of the method according to the invention, a vehicle operating characteristic variable, as a function of which a torque transmission mechanism is engaged, is monitored, by means of which torque transmission mechanism two half-shaft assemblies of the vehicle which are each driven by an electric motor can be selectively connected to one another in terms of drive.

Abstract: A vehicle drive train for transferring torque to first and second sets of wheels includes a first driveline adapted to transfer torque to the first set of wheels and a first power disconnection device. A second driveline is adapted to transfer torque to the second set of wheels and includes a second power disconnection device. A hypoid gearset is positioned within one of the first driveline and the second driveline in a power path between the first and second power disconnection devices. The hypoid gearset is selectively disconnected from being driven by the first driveline and the second driveline when the first and second power disconnection devices are operated in a disconnected, non-torque transferring, mode. At least one of the first and second disconnection devices includes an active dry friction clutch.

Abstract: The invention relates to a clutch assembly for a powertrain of a motor vehicle, comprising at least one clutch and at least one actuation device. The clutch can be brought into an open position and/or a closed position by means of the actuation device such that a first sub-region of the powertrain and a second sub-region of the powertrain are decoupled and/or coupled. The actuation device comprises an actuation element and a control element which is connected to the clutch. The control element is arranged in a guidable manner in a guide slot with respect to the actuation element, and the control element is held in the region of the guide slot by means of an energy storage element, which counteracts a movement of the control element out of a first stop position along the guide slot, in the closed position of the clutch. The invention also relates to a method for decoupling the first sub-region of the powertrain from the second sub-region of the powertrain by means of the clutch assembly.

Abstract: The present invention relates to a method with which the driving dynamics of an electrically driven vehicle can be modified. Within the scope of the method according to the invention, a vehicle operating characteristic variable, as a function of which a torque transmission mechanism is engaged, is monitored, by means of which torque transmission mechanism two half-shaft assemblies of the vehicle which are each driven by an electric motor can be selectively connected to one another in terms of drive.

Abstract: A method for controlling a motor vehicle (1) operated in all-wheel drive at times, by means of a control unit (3), wherein the motor vehicle comprises a drive unit (11), a primary drive axle (14) permanently driven by the drive unit (11), a secondary drive axle (24), a torque transmission train (17, 17.1) for transmitting the torque of the drive unit (11) to the secondary drive axle (24), and a disconnect clutch (15) for coupling the secondary drive axle (24) to and uncoupling same from the drive unit (11), wherein the control unit (3) can actuate the disconnect clutch (15) via a first actuating unit (16), characterized by the following steps determining an all-wheel requirement for the motor vehicle from input signals if there is a predetermined all-wheel requirement, preparing an all-wheel operation, wherein the disconnect clutch (15) is not closed.

Abstract: A vehicle drive train for transferring torque to first and second sets of wheels includes a first driveline adapted to transfer torque to the first set of wheels and a first power disconnection device. A second driveline is adapted to transfer torque to the second set of wheels and includes a second power disconnection device. A hypoid gearset is positioned within one of the first driveline and the second driveline in a power path between the first and second power disconnection devices. The hypoid gearset is selectively disconnected from being driven by the first driveline and the second driveline when the first and second power disconnection devices are operated in a disconnected, non-torque transferring, mode. At least one of the first and second disconnection devices includes an active dry friction clutch.

Abstract: The invention relates to a powertrain for a motor vehicle having a permanently driven primary axle, comprising: a drive unit for the generation of a drive torque; a first clutch for the transfer of a variable portion of the drive torque to a secondary axle of the motor vehicle; a second clutch for the deactuation of a torque transfer section of the powertrain arranged between the first clutch and the second clutch when the first clutch is opened; and a control unit for the automatic control of the first clutch, with the control unit being connected to at least one sensor for the detection of a wheel slip at the primary axle; with the control unit being made, starting from a deactuated state of the torque transfer section, to close the second clutch in dependence on a detected wheel slip at the primary axle.

Abstract: A method and a corresponding controller for the four-wheel drive of a motor vehicle are described, consisting of a clutch (AK) disposed in the drive train between a primary axle and a secondary axle (VA, HA) of the four-wheel drive, by means of which the drive torque of a primary axle (KHA, HA) driven by an engine (VKM, SG) can be distributed to a secondary axle (KVA, VA), wherein the controller (S) has a signal connection to the clutch (AK) and to sensors recording the revolution rates of at least one wheel of the primary axle (HA) and one wheel of the secondary axle (VA) and the clutch (AK) is controlled by means of the controller (S) below a specified torque such that a significantly reduced transfer of torque to the secondary axle (VA) is carried out.

Abstract: A vehicle drive train for transferring torque to first and second sets of wheels includes a first driveline adapted to transfer torque to the first set of wheels and a first power disconnection device. A second driveline is adapted to transfer torque to the second set of wheels and includes a second power disconnection device. A hypoid gearset is positioned within one of the first driveline and the second driveline in a power path between the first and second power disconnection devices. The hypoid gearset is selectively disconnected from being driven by the first driveline and the second driveline when the first and second power disconnection devices are operated in a disconnected, non-torque transferring, mode. At least one of the first and second disconnection devices includes an active dry friction clutch.

Abstract: Clutch for a motor vehicle, preferably for engaging and disengaging a drivetrain for all-wheel drive vehicles, comprising a first shaft, a second shaft coaxially arranged with the first shaft, a clutch sleeve, which is displaceable in an axial direction relative to the first shaft and the second shaft and which brings about a positive coupling or decoupling of the first shaft and the second shaft, together with a coil to which current can be applied, wherein the clutch sleeve is arranged, torsionally fixed to the first shaft, and wherein the coil to which current can be applied is arranged coaxially with the axial direction, wherein the clutch sleeve to which current can be applied can be displaced in an axial direction through the application of current to the coil.

Abstract: The invention relates to a clutch assembly for a powertrain of a motor vehicle, comprising at least one clutch and at least one actuation device. The clutch can be brought into an open position and/or a closed position by means of the actuation device such that a first sub-region of the powertrain and a second sub-region of the powertrain are decoupled and/or coupled. The actuation device comprises an actuation element and a control element which is connected to the clutch. The control element is arranged in a guidable manner in a guide slot with respect to the actuation element, and the control element is held in the region of the guide slot by means of an energy storage element, which counteracts a movement of the control element out of a first stop position along the guide slot, in the closed position of the clutch. The invention also relates to a method for decoupling the first sub-region of the powertrain from the second sub-region of the powertrain by means of the clutch assembly.

Abstract: A friction clutch for a motor vehicle for frictional coupling a first shaft and a second shaft, comprising a plurality of clutch discs articulated interactively on a clutch basket and a clutch hub, wherein the first shaft is connected to the clutch basket and the second shaft is connected to the clutch hub and the clutch discs are selectively coupled by an associated actuation unit. Associated with the clutch basket is an oil-collection and guiding arrangement through which oil spun off the clutch basket is collected and delivered into a collection region outside the clutch basket. A switching device coupled to the actuation unit controls the backflow of the oil from the collection region outside the clutch basket (KK) in the direction of the clutch discs.

Abstract: A distribution gearbox for distributing a drive torque of a drive unit of a motor vehicle to a first axle and a second axle of the motor vehicle, and including a housing, an input shaft, a clutch unit which is seated coaxially with respect to the input shaft, and a chain sprocket which can be driven by the clutch unit and by way of which a drive moment of the input shaft can be transmitted to an output shaft, wherein the chain sprocket is mounted on a neck-shaped reduced portion of the housing.

Abstract: A method controls a powertrain that directs power from an engine and a transmission to all four wheels or to just front wheels or to just rear wheels. The method includes monitoring information transmitted over a communications network. The method determines whether one or more components of the powertrain are in an active condition or in an inactive condition. The one or more components of the powertrain are in the inactive condition when not connected to the transmission and not connected to the front wheels or the rear wheels. The one or more components of the powertrain are in the active condition when connected to the transmission and connected to the front wheels and the rear wheels. The method switches the one or more components of the powertrain between the inactive condition and the active condition based at least in part on visual data provided by an on-board camera system.

Abstract: Clutch for a motor vehicle, preferably for engaging and disengaging a drivetrain for all-wheel drive vehicles, comprising a first shaft, a second shaft coaxially arranged with the first shaft, a clutch sleeve, which is displaceable in an axial direction relative to the first shaft and the second shaft and which brings about a positive coupling or decoupling of the first shaft and the second shaft, together with a coil to which current can be applied, wherein the clutch sleeve is arranged, torsionally fixed to the first shaft, and wherein the coil to which current can be applied is arranged coaxially with the axial direction, wherein the clutch sleeve to which current can be applied can be displaced in an axial direction through the application of current to the coil.

Abstract: The invention relates to a powertrain for a motor vehicle having a permanently driven primary axle, comprising: a drive unit for the generation of a drive torque; a first clutch for the transfer of a variable portion of the drive torque to a secondary axle of the motor vehicle; a second clutch for the deactuation of a torque transfer section of the powertrain arranged between the first clutch and the second clutch when the first clutch is opened; and a control unit for the automatic control of the first clutch, with the control unit being connected to at least one sensor for the detection of a wheel slip at the primary axle; with the control unit being made, starting from a deactuated state of the torque transfer section, to close the second clutch in dependence on a detected wheel slip at the primary axle.

Abstract: A clutch unit for a motor vehicle comprises a friction clutch and an actuator for actuating the friction clutch, the actuator having a first ramp ring and a second ramp ring, of which at least one can be rotated relative to the other ramp ring, in order to exert an axial force on the friction clutch. Furthermore, the clutch unit comprises a metering device for feeding a cooling fluid in a metered manner to the friction clutch. The metering device has a first metering section which is assigned to the first ramp ring, and a second metering section which is assigned to the second ramp ring, the first metering section and the second metering section together delimiting a metering opening for the cooling fluid. The first metering section and the second metering section interact in such a way that the cross section of the metering opening, which cross section is delimited by the metering sections, can be varied by way of a relative rotation of the ramp rings.

Abstract: A friction clutch for a motor vehicle for frictional coupling a first shaft and a second shaft, comprising a plurality of clutch discs articulated interactively on a clutch basket and a clutch hub, wherein the first shaft is connected to the clutch basket and the second shaft is connected to the clutch hub and the clutch discs are selectively coupled by an associated actuation unit. Associated with the clutch basket is an oil-collection and guiding arrangement through which oil spun off the clutch basket is collected and delivered into a collection region outside the clutch basket. A switching device coupled to the actuation unit controls the backflow of the oil from the collection region outside the clutch basket (KK) in the direction of the clutch discs.

Abstract: A distribution gear mechanism with a torque transmission device having a clutch, a fluid sump configured to receive a lubricating fluid, wherein a lower cog is configured to engage in the fluid sump such that the lubricating fluid is conveyed from the fluid sump in the direction of an upper cog by way of a chain drive, a fluid reservoir configured to collect the lubricating fluid and which is fluidically connected to the fluid sump, an adjustment mechanism configured to open and close an outlet opening of the fluid reservoir to the fluid sump, and an actuating mechanism configured to simultaneously activate the adjustment mechanism and the clutch.

Abstract: A vehicle drive train for transferring torque to first and second sets of wheels includes a first driveline adapted to transfer torque to the first set of wheels and a first power disconnection device. A second driveline is adapted to transfer torque to the second set of wheels and includes a second power disconnection device. A hypoid gearset is positioned within one of the first driveline and the second driveline in a power path between the first and second power disconnection devices. The hypoid gearset is selectively disconnected from being driven by the first driveline and the second driveline when the first and second power disconnection devices are operated in a disconnected, non-torque transferring, mode. At least one of the first and second disconnection devices includes an active dry friction clutch.