Abstract: An electric drive axle of a vehicle with a parking lock and with at least one electric drive with a drive gear of a drive shaft. The drive gear is coupled via at least one intermediate gear of an intermediate shaft to an output gear of a differential gear unit for driving at least one output shaft. For decoupling the electric drive, at least one claw shift element is associated with the drive shaft and/or with the intermediate shaft in such a way that the claw shift element is arranged upstream of the parking lock in power flow direction from electric drive to differential gear unit.

Abstract: The disclosure relates to a claw coupling for interlockingly connecting a first rotatable component to a second rotatable component, wherein a sliding sleeve is non-rotatably and axially slidably arranged on the first rotatable component and a coupling body is non-rotatably arranged on the second rotatable component, the sliding sleeve being axially movable for interlocking connection to the coupling body in order to connect the first component to the second component, at least one spring-loaded shifting ring being movably mounted, non-rotatably and axially relative to the sliding sleeve, on the sliding sleeve, and a damping chamber, formed in dependence on the relative motion, is provided in order to delay the axial motion. The disclosure further relates to an electrical drive axle of a vehicle having at least the claw coupling. In addition, the disclosure relates to a method for interlockingly connecting the first rotatable component to the second rotatable component via a claw coupling.

Abstract: The disclosure relates to a claw coupling for interlockingly connecting a first rotatable component to a second rotatable component, wherein a sliding sleeve is non-rotatably and axially slidably arranged on the first rotatable component and a coupling body is non-rotatably arranged on the second rotatable component, the sliding sleeve being axially movable for interlocking connection to the coupling body in order to connect the first component to the second component, at least one spring-loaded shifting ring being movably mounted, non-rotatably and axially relative to the sliding sleeve, on the sliding sleeve, and a damping chamber, formed in dependence on the relative motion, is provided in order to delay the axial motion. The disclosure further relates to an electrical drive axle of a vehicle having at least the claw coupling. In addition, the disclosure relates to a method for interlockingly connecting the first rotatable component to the second rotatable component via a claw coupling.

Abstract: A multi-stage planetary transmission for a bicycle or a pedelec includes a transmission input shaft (1), a transmission output shaft (2), and at least three planetary gear sets (VRS, VR1, VR2, RS1, RS2, NRS, NR1, NR2). A first planetary gear set (RS1) and a second planetary gear set (RS2) are configured as a main gear set and at least one further planetary gear set (VRS, VR1, VR2, NRS, NR1, NR2) is configured as a front-mounted gear set and/or as a rear-mounted gear set. At least three free-wheel clutches (F1, F2, F3, F4) and at least three brakes (B1, B2, B3, B4) are provided for implementing at least eight gears (G1, G2, G3, G4, G5, G6, G7, G8, G9, G10, G11, G12, G13, G14, G15, G16). Moreover, the multi-stage transmission may be a bottom bracket transmission. In addition, a bicycle or pedelec with the multi-stage transmission is proposed.

Abstract: An electric drive axle of a vehicle with a parking lock and with at least one electric drive with a drive gear of a drive shaft. The drive gear is coupled via at least one intermediate gear of an intermediate shaft to an output gear of a differential gear unit for driving at least one output shaft. For decoupling the electric drive, at least one claw shift element is associated with the drive shaft and/or with the intermediate shaft in such a way that the claw shift element is arranged upstream of the parking lock in power flow direction from electric drive to differential gear unit.

Abstract: A transmission for a motor vehicle has an input shaft, an output shaft, a ratio-changing device by which different transmission ratios are made available, a housing, a hub connected to a torsional damper, and a separating clutch including a first clutch half and a second clutch half. The hub is connected to the first clutch half. The input shaft is rotationally fixed to the second clutch half and extends axially into the ratio-changing device. A first axial end of the input shaft is directly or indirectly supported on the housing in a radial direction via a first bearing. A second axial end of the input shaft is supported directly on the hub in the radial direction via a second bearing. Additionally, the hub is directly supported on a bearing shield in the radial direction via a third bearing, the bearing shield being rotationally fixed to the housing.

Abstract: A transmission (G) for a motor vehicle includes an input shaft (GW1), an output shaft (GW2), an electric motor (EM) which is configured for driving the input shaft (GW1) and is operable as a generator, a plurality of planetary gear sets (P1, P2, P3), and a plurality of shift elements (03, 04, 05, 14, 15). By selectively engaging the shift elements (03, 04, 05, 14, 15), various forward gears (1 to 6) between the input shaft (GW1) and the output shaft (GW2) are formable. A first shift element (04) contributes only to forming the first of the forward gears (1 to 6). By engaging the first shift element (04), a carrier (E21) of one of the planetary gear sets (P1, P2, P3) is rotationally fixable. The first shift element (04) is a friction-locking frictional shift element, friction faces of which have no friction lining and have the same surface property.

Abstract: A multi-stage planetary transmission for a bicycle or a pedelec includes a transmission input shaft (1), a transmission output shaft (2), and at least three planetary gear sets (VRS, VR1, VR2, RS1, RS2, NRS, NR1, NR2). A first planetary gear set (RS1) and a second planetary gear set (RS2) are configured as a main gear set and at least one further planetary gear set (VRS, VR1, VR2, NRS, NR1, NR2) is configured as a front-mounted gear set and/or as a rear-mounted gear set. At least three free-wheel clutches (F1, F2, F3, F4) and at least three brakes (B1, B2, B3, B4) are provided for implementing at least eight gears (G1, G2, G3, G4, G5, G6, G7, G8, G9, G10, G11, G12, G13, G14, G15, G16). Moreover, the multi-stage transmission may be a bottom bracket transmission. In addition, a bicycle or pedelec with the multi-stage transmission is proposed.

Abstract: A torsional vibration damping system (7) for a motor vehicle drive train (1) has an input side (14) and an output side (26) connected via a damper unit (27). The damper unit (27) includes two torsional vibration dampers (17, 18) and a vibration damper (19). The damper unit (27) are configured for placement in a wet space (30) of a housing (6).

Abstract: A transmission for a motor vehicle includes an electric motor. A rotor shaft is connected in a torque-proof manner to a rotor of the electric motor. At least one bearing directly supports the rotor shaft. A transmission shaft is connected in a torque-proof manner to the rotor shaft. Both the transmission shaft and the rotor shaft are supported directly on a transmission component by the at least one bearing.

Abstract: A transmission for a motor vehicle has an input shaft, an output shaft, a ratio-changing device by which different transmission ratios are made available, a housing, a hub connected to a torsional damper, and a separating clutch including a first clutch half and a second clutch half. The hub is connected to the first clutch half. The input shaft is rotationally fixed to the second clutch half and extends axially into the ratio-changing device. A first axial end of the input shaft is directly or indirectly supported on the housing in a radial direction via a first bearing. A second axial end of the input shaft is supported directly on the hub in the radial direction via a second bearing. Additionally, the hub is directly supported on a bearing shield in the radial direction via a third bearing, the bearing shield being rotationally fixed to the housing.

Abstract: A transmission (G) for a hybrid vehicle includes a drive shaft (GW1), an output shaft (GW2), three planetary gear sets (P1, P2, P3), an electric motor (EM) with a rotationally fixed stator (S) and with a rotatable rotor (R), and five shift elements (03, 04, 05, 14, 15). Six forward gear ratios (1 to 6) and one reverse gear ratio (R1) are formable through selective pairwise closure of the five shift elements.

Abstract: A torsional vibration damping system (7) for a motor vehicle drive train (1) has an input side (14) and an output side (26) connected via a damper unit (27). The damper unit (27) includes two torsional vibration dampers (17, 18) and a vibration damper (19). The damper unit (27) are configured for placement in a wet space (30) of a housing (6).

Abstract: A planetary transmission includes a planetary gear set (1), another planetary gear set (2), a fluid line (3) through which fluid is flowable to the planetary gear set (1) and to the other planetary gear set (2), and a fluid collecting device (4) which is in fluid communication with the fluid line (3). The fluid collecting device (4) is connected in a rotationally fixed manner to the planetary gear set (1). The fluid collecting device (4) is configured for dividing the fluid from the fluid line (3) which has flowed into the fluid collecting device (4) into a fluid part which is flowable to the planetary gear set (1) and another fluid part which is flowable to the other planetary gear set (2).

Abstract: A transmission (G) for a hybrid vehicle includes a drive shaft (GW1), an output shaft (GW2), three planetary gear sets (P1, P2, P3), an electric motor (EM) with a rotationally fixed stator (S) and with a rotatable rotor (R), and five shift elements (03, 04, 05, 14, 15). Six forward gear ratios (1 to 6) and one reverse gear ratio (R1) are formable through selective pairwise closure of the five shift elements.

Abstract: A planetary transmission includes a planetary gear set (1), another planetary gear set (2), a fluid line (3) through which fluid is flowable to the planetary gear set (1) and to the other planetary gear set (2), and a fluid collecting device (4) which is in fluid communication with the fluid line (3). The fluid collecting device (4) is connected in a rotationally fixed manner to the planetary gear set (1). The fluid collecting device (4) is configured for dividing the fluid from the fluid line (3) which has flowed into the fluid collecting device (4) into a fluid part which is flowable to the planetary gear set (1) and another fluid part which is flowable to the other planetary gear set (2).

Abstract: A positive-locking shifting device of a transmission connects one element of a first planetary gear set to one element of a second planetary gear set in a first shifting position and connects an additional element of the second planetary gear set to a torque-proof element of the transmission in a second shifting position. A single element of the shifting device is axially displacable between the first and second shifting positions. A shiftable operative connection between the torque-proof element of the transmission and the additional element of the second planetary gear set disposed, at least in sections, axially between the first and second planetary gear sets. The shiftable operative connection between the torque-proof element of the transmission and the additional element of the second planetary gear set intersecting a shiftable operative connection between the one element of the first planetary gear set and the one element of the second planetary gear set.

Abstract: A transmission for a motor vehicle includes an electric motor. A rotor shaft is connected in a torque-proof manner to a rotor of the electric motor. At least one bearing directly supports the rotor shaft. A transmission shaft is connected in a torque-proof manner to the rotor shaft. Both the transmission shaft and the rotor shaft are supported directly on a transmission component by the at least one bearing.

Abstract: A positive-locking shifting device of a transmission connects one element of a first planetary gear set to one element of a second planetary gear set in a first shifting position and connects an additional element of the second planetary gear set to a torque-proof element of the transmission in a second shifting position. A single element of the shifting device is axially displacable between the first and second shifting positions. A shiftable operative connection between the torque-proof element of the transmission and the additional element of the second planetary gear set disposed, at least in sections, axially between the first and second planetary gear sets. The shiftable operative connection between the torque-proof element of the transmission and the additional element of the second planetary gear set intersecting a shiftable operative connection between the one element of the first planetary gear set and the one element of the second planetary gear set.

Abstract: A method of producing internal gear teeth with deflecting surfaces such that the internal gear teeth are arranged in a component having an end and a longitudinal axis, as well as an end face that is offset relative to the end of the component in the direction of the longitudinal axis. The method comprises the steps of machining the end face of the internal teeth using a conical tool that rotates about a tool axis arranged parallel to the longitudinal axis, the rotating tool first being introduced axially and then moved along a circular path coaxial to the longitudinal axis, and finally being withdrawn parallel to the axis.