Abstract: An electro-mechanical actuator for generating an axial actuation force is provided. The electro-mechanical actuator includes an electric machine having a stator (1) and a rotor (2). The electro-mechanical actuator also includes a spindle drive with a rotary element (6) and with an element that is movable in a translatory manner. A rotation of the rotary element (6) may result in a translatory motion of the element that is movable in a translatory manner. The rotor (2) and the rotary element (6) of the spindle drive are coupled to each other in a circumferential direction (U) such that a rotation of the rotor (2) results in a rotation of the rotary element (6) of the spindle drive (5). A rotational play (8) is formed between the rotor (2) and the rotary element (6) of the spindle drive in the circumferential direction (U).

Abstract: An electric drive for a vehicle and a vehicle is having at least one electric machine having a rotor shaft and a planetary transmission for dividing the torque introduced via the rotor shaft to a first output shaft and a second output shaft, wherein for decoupling the rotor shaft at least one switching element is provided relative to the torque transmission between the rotor shaft and an element of the planetary transmission.

Abstract: An actuator device (1) for generating a longitudinal positioning movement to engage a shift element includes an actuator housing (2) and an electric motor (3). The electric motor (3) has a stator (4) and a rotor (5), the stator (4) being stationarily fixed at the housing (2), and the rotor (5) being rotatable relative to the stator (4) and rotationally fixed to a rotor carrier (6) supported relative to the housing (2) via a fixed bearing (7). The actuator device (1) further includes a threaded drive (8) having a nut (9) and a threaded spindle (10), with the nut (9) being rotationally driveable and axially fixed, and the threaded spindle (10) being axially displaceable along the threaded nut (9) and secured against rotation. The threaded nut (9) is rotationally fixed to the rotor carrier (6) and is at least partially radially within the fixed bearing (7).

Abstract: An electro-mechanical actuator for generating an axial actuation force is provided. The electro-mechanical actuator includes an electric machine having a stator (1) and a rotor (2). The electro-mechanical actuator also includes a spindle drive with a rotary element (6) and with an element that is movable in a translatory manner. A rotation of the rotary element (6) may result in a translatory motion of the element that is movable in a translatory manner. The rotor (2) and the rotary element (6) of the spindle drive are coupled to each other in a circumferential direction (U) such that a rotation of the rotor (2) results in a rotation of the rotary element (6) of the spindle drive (5). A rotational play (8) is formed between the rotor (2) and the rotary element (6) of the spindle drive in the circumferential direction (U).

Abstract: A device (5) for selective displacement of a shift element (4) towards a first shift position and/or a second shift position includes an actuator (6) and a spring module (7). The spring module (7) includes an actuator-side force-introduction element, a shift element-side force-introduction element, and a spring arrangement. The spring arrangement includes a first spring end and a second spring end. The actuator-side force-introduction element and the shift element-side force-introduction element each include a first support section and a second support section for supporting the spring ends. The first spring end is associated with the first support section of the shift element-side force-introduction element and with the second support section of the actuator-side force-introduction element. The second spring end is associated with the first support section of the actuator-side force-introduction element and with the second support section of the shift element-side force-introduction element.

Abstract: A transmission (1) for a motor vehicle includes at least one input shaft (2) which can be connected to an internal combustion engine (VM) in a rotationally fixed manner and with at least one input shaft power transmission element, a first shaft (3) including at least one power transmission element, a second shaft (4) including at least one other power transmission element, and a transmission output shaft (5) which is engaged with the first shaft (3) and the second shaft (4). The transmission (1) includes at least one gear plane (RE), in which the at least one input shaft power transmission element is engaged with the at least one power transmission element and with the at least one other power transmission element. The transmission (1) includes precisely two gear planes, and the power transmission element and the other power transmission element are each an idler gear.

Abstract: An electronic module (1) includes a first electronic submodule (2) and at least one further electronic submodule (3, 4). The first electronic submodule (2) and the at least one further electronic submodule (3, 4) are electrically conductively connected to each other with an electrical conductor (5, 6), which is reversibly deformable, at least in sections. The first electronic submodule (2), the at least one further electronic submodule (3, 4), and the electrical conductor (5, 6) are encased in a fluid-tight manner with a casing (15), which is reversibly deformable, at least in sections. An actuator device includes at least one mechanical module and the electronic module (1). A method for manufacturing such an actuator device is also provided.

Abstract: A device (5) for selective displacement of a shift element (4) towards a first shift position and/or a second shift position includes an actuator (6) and a spring module (7). The spring module (7) includes an actuator-side force-introduction element, a shift element-side force-introduction element, and a spring arrangement. The spring arrangement includes a first spring end and a second spring end. The actuator-side force-introduction element and the shift element-side force-introduction element each include a first support section and a second support section for supporting the spring ends. The first spring end is associated with the first support section of the shift element-side force-introduction element and with the second support section of the actuator-side force-introduction element. The second spring end is associated with the first support section of the actuator-side force-introduction element and with the second support section of the shift element-side force-introduction element.

Abstract: An automatic transmission (3) of a vehicle having a central synchronization device (8) with at least one shift element (33; 9, 10) assigned to a transmission input shaft (32; 6, 7) and being a friction locking brake, an actuating device (14) driven by supplying energy, and at least one transmission region (34; 12, 13) disposed between the brake and a transmission output shaft (30), an operative connection between the transmission input shaft and the transmission output shaft and different transmission ratios are producible over the at least one transmission region. The brake is transferable with the operative connection and the actuating device (14) into an operating state in which a transmission input shaft (6) interacting with the brake (33; 9, 10), is held in a rotationally fixed manner by the brake (33; 9, 10), wherein the brake (33; 9, 10) is held by the actuating (14) without any energy infeed.

Abstract: The invention proposes a dual-clutch transmission with two clutches (K1, K2), the input sides of which are connected with an input shaft (w_an) and the output sides of which are respectively connected with one of two coaxially disposed transmission input shafts (w_K1, w_K2). Further provided are at least two countershafts (w_v1, w_v2) on which idlers (i2, i3, i4, i5, iR) are rotatably mounted. The dual-clutch transmission comprises fixed gears (F1, F2, F3), which are disposed on the two transmission input shafts (w_K1, w_K2) in a rotationally fixed manner and in engagement with the idlers, and output gears (iab1, iab2) respectively provided on the two countershafts (w_v1, w_v2), each of which is coupled to a gearing of an output shaft (w_ab), wherein the output shaft (w_ab) is not coaxially disposed to the input shaft (w_an).

Abstract: An electronic module (1) includes a first electronic submodule (2) and at least one further electronic submodule (3, 4). The first electronic submodule (2) and the at least one further electronic submodule (3, 4) are electrically conductively connected to each other with an electrical conductor (5, 6), which is reversibly deformable, at least in sections. The first electronic submodule (2), the at least one further electronic submodule (3, 4), and the electrical conductor (5, 6) are encased in a fluid-tight manner with a casing (15), which is reversibly deformable, at least in sections. An actuator device includes at least one mechanical module and the electronic module (1). A method for manufacturing such an actuator device is also provided.

Abstract: A planetary transmission includes a plurality of planetary gear sets. Each of the plurality of planetary gear sets has a plurality of planetary gear set shafts. At least one additional rotatably mounted shaft is connectable to at least one of the plurality of planetary gear set shafts by at least one shift element in order to realize at least one ratio. The at least one additional rotatably mounted shaft is also connectable into power flow between an input shaft and an output shaft by the at least one shift element. The at least one additional rotatably mounted shaft is operatively connected directly to a component fixed to a housing, by which operative connection actuation energy for the at least one shift element is transferable from the component fixed to the housing into the at least one additional rotatably mounted shaft.

Abstract: A transmission (1) for a motor vehicle includes at least one input shaft (2) which can be connected to an internal combustion engine (VM) in a rotationally fixed manner and with at least one input shaft power transmission element, a first shaft (3) including at least one power transmission element, a second shaft (4) including at least one other power transmission element, and a transmission output shaft (5) which is engaged with the first shaft (3) and the second shaft (4). The transmission (1) includes at least one gear plane (RE), in which the at least one input shaft power transmission element is engaged with the at least one power transmission element and with the at least one other power transmission element. The transmission (1) includes precisely two gear planes, and the power transmission element and the other power transmission element are each an idler gear.

Abstract: An automatic transmission (3) of a vehicle having a central synchronization device (8) with at least one shift element (33; 9, 10) assigned to a transmission input shaft (32; 6, 7) and being a friction locking brake, an actuating device (14) driven by supplying energy, and at least one transmission region (34; 12, 13) disposed between the brake and a transmission output shaft (30), an operative connection between the transmission input shaft and the transmission output shaft and different transmission ratios are producible over the at least one transmission region. The brake is transferable with the operative connection and the actuating device (14) into an operating state in which a transmission input shaft (6) interacting with the brake (33; 9, 10), is held in a rotationally fixed manner by the brake (33; 9, 10), wherein the brake (33; 9, 10) is held by the actuating (14) without any energy infeed.

Abstract: A planetary transmission includes a plurality of planetary gear sets. Each of the plurality of planetary gear sets has a plurality of planetary gear set shafts. At least one additional rotatably mounted shaft is connectable to at least one of the plurality of planetary gear set shafts by at least one shift element in order to realize at least one ratio. The at least one additional rotatably mounted shaft is also connectable into power flow between an input shaft and an output shaft by the at least one shift element. The at least one additional rotatably mounted shaft is operatively connected directly to a component fixed to a housing, by which operative connection actuation energy for the at least one shift element is transferable from the component fixed to the housing into the at least one additional rotatably mounted shaft.

Abstract: The invention proposes a dual-clutch transmission with two clutches (K1, K2), the input sides of which are connected with an input shaft (w_an) and the output sides of which are respectively connected with one of two coaxially disposed transmission input shafts (w_K1, w_K2). Further provided are at least two countershafts (w_v1, w_v2) on which idlers (i2, i3, i4, i5, iR) are rotatably mounted. The dual-clutch transmission comprises fixed gears (F1, F2, F3), which are disposed on the two transmission input shafts (w_K1, w_K2) in a rotationally fixed manner and in engagement with the idlers, and output gears (iab1, iab2) respectively provided on the two countershafts (w_v1, w_v2), each of which is coupled to a gearing of an output shaft (w_ab), wherein the output shaft (w_ab) is not coaxially disposed to the input shaft (w_an).

Abstract: A countershaft-type dual clutch transmission for a vehicle has two clutches having input sides connected to a driveshaft (AN) and output sides connected respectively to one of two transmission input shafts arranged coaxial to a mainshaft axis. A sub-transmission is associated in each instance with the transmission input shafts, at least two countershafts, a plurality of gear planes to which are assigned gear ratio steps, and at least one output shaft which can be connected to the sub-transmissions via an output gear plane. Only six gear planes with at least nine assigned gear ratio steps can be realized via only four double shift elements and at least one single shift element. Each countershaft can be coupled with four gear ratio steps via double shift elements, and one of the transmission input shafts can be coupled with a gear ratio step via a single shift element.

Abstract: A countershaft-type dual clutch transmission for a vehicle has two clutches having input sides connected to a driveshaft (AN) and output sides connected respectively to one of two transmission input shafts arranged coaxial to a mainshaft axis. A sub-transmission is associated in each instance with the transmission input shafts, at least two countershafts, a plurality of gear planes to which are assigned gear ratio steps, and at least one output shaft which can be connected to the sub-transmissions via an output gear plane. Only six gear planes with at least nine assigned gear ratio steps can be realized via only four double shift elements and at least one single shift element. Each countershaft can be coupled with four gear ratio steps via double shift elements, and one of the transmission input shafts can be coupled with a gear ratio step via a single shift element.

Abstract: A transmission configuration for a vehicle with at least a wet clutch (7) functioning as starting element. A coolant and a lubricant supply is provided via at least a pump device (5) which can be driven by a drive motor (1) of the vehicle. The pump device (5) can be driven in such a way that the conveyed flow volume of the pump device (5) is proportional to the rotational speed difference between the rotational speed of the drive motor (1) and the rotational speed of the clutch (7) which is designed and functions as the starting element.

Abstract: A transmission configuration for a vehicle with at least a wet clutch (7) functioning as starting element. A coolant and a lubricant supply is provided via at least a pump device (5) which can be driven by a drive motor (1) of the vehicle. The pump device (5) can be driven in such a way that the conveyed flow volume of the pump device (5) is proportional to the rotational speed difference between the rotational speed of the drive motor (1) and the rotational speed of the clutch (7) which is designed and functions as the starting element.