Abstract: A coupling device for coupling and decoupling a drive element with an output element of a drive train for a motor vehicle includes a coupling element, linearly displaceable from a coupling position to a decoupling position, a first latching device for fixing the coupling element in a one of the coupling position or the decoupling position, a first spring element for urging the coupling element into the other one of the coupling position or the decoupling position, and a first actuator arranged to cancel the fixing of the first latching device and to further load the first spring element to displace the coupling element into the other one of the coupling position or the decoupling position. In the coupling position, the coupling element couples the drive element with the output element, and, in the decoupling position, the drive element is decoupled from the output element.

Abstract: The present invention relates to a method for resolving a tooth-on-tooth position of a positive-locking shifting element of an automated manual transmission, in which gear steps of the automated manual transmission are changed by means of a pressure-medium-actuated shift actuator. If, during a change of a gear step of the automated manual transmission, a tooth-on-tooth position occurs at the interlocking shifting element, then the control of the pressure-medium-actuated shift actuator is varied in such manner as to resolve the tooth-on-tooth position. A control unit for carrying out the method is also disclosed.

Abstract: The present invention relates to an anti-CD47 antibody or an antigen-binding fragment thereof, comprising variable heavy chain complementarity determining regions 1 to 3 (CDRH1, CDRH2, CDRH3) and variable light chain complementarity determining regions 1 to 3 (CDRL1, CDRL2, CDRL3). The anti-CD47 antibody or an antigen-binding fragment thereof is capable of blocking the interaction of CD47 with signal regulatory protein alpha (SIRPalpha). Further envisaged is an anti-CD47 antibody or antigen-binding fragment combined to a further functional component.

Abstract: A method (8) is disclosed for cooling a drive system having a first component (1), a second component (2), and a common cooling circuit (3). The drive system is designed such that the common cooling circuit (3) is suitable for cooling the first component (1) and the second component (2), where the first component (1) has a first maximum temperature and a first threshold temperature, and where the first threshold temperature is lower than the first maximum temperature. The second component (2) has a second maximum temperature, where the first maximum temperature is lower than the second maximum temperature, and when the first threshold temperature is reached a cooling performance applied to cool the second component (2) is reduced.

Abstract: A drive arrangement (5) for a motor vehicle (1) has a first drive axle device (6) for driving with a first axle ratio and a second drive axle device (15) for driving with a second axle ratio. The first drive axle device (6) has a first drive module (7) with a first electric drive machine and the second drive axle device (15) has a second drive module with a second electric drive machine. Also disclosed is a motor vehicle (1) comprising such a drive arrangement (5).

Abstract: A method for operating a motor vehicle that has an internal combustion engine and an automated manual transmission, connected between the engine and a drive output. The transmission includes a shifting element group with a plurality of shifting elements. The transmission further includes an oil pump and an electric machine, both of which are integrated in the transmission and coupled to an input shaft of the transmission. The oil pump delivers a flow of transmission oil for cooling the shifting element group and cooling the electric machine, and the shifting elements of the shifting element group are controlled and shifted by an actuator system that is independent of the oil pump. When the motor vehicle is at rest, the oil pump is driven by the electric machine in order to cool the electric machine while the motor vehicle is at rest.

Abstract: The present invention relates to a method for resolving a tooth-on-tooth position of a positive-locking shifting element of an automated manual transmission, in which gear steps of the automated manual transmission are changed by means of a pressure-medium-actuated shift actuator. If, during a change of a gear step of the automated manual transmission, a tooth-on-tooth position occurs at the interlocking shifting element, then the control of the pressure-medium-actuated shift actuator is varied in such manner as to resolve the tooth-on-tooth position. A control unit for carrying out the method is also disclosed.

Abstract: A method for operating a motor vehicle having an engine and an electric machine, a transmission, a battery, and an exhaust treatment system having a particulate filter. The battery discharges during a charge-depleting mode of the electrical machine and charges when the electrical machine operates as a generator such that the battery charge state moves between lower and upper limits. If a filter regeneration requirement is detected, the filter is regenerated by raising the temperature of the exhaust gas. When the need for filter regeneration is detected, the battery is discharged to below the lower limit, in the charge-depleting mode of the electrical machine, prior to the regeneration. Subsequently, to regenerate the filter, the engine is operated to raise the exhaust gas temperature by increasing the torque provided by the engine, and the electric machine operates as a generator to charge the battery and/or operate an auxiliary electrical load.

Abstract: A method for operating a drive-train of a motor vehicle. The drive-train having a transmission connected between a drive aggregate and a drive output. A hydrodynamic starting element is connected between the drive aggregate and transmission. The starting element includes a converter and converter lock-up clutch. A Power Take-Off (PTO) can be coupled to the drive aggregate on the drive aggregate side to take up drive torque delivered by the drive aggregate. In order to determine the torque taken up by the PTO, the lock-up clutch is operated in a rotational-speed-regulated manner at least when the PTO is coupled to the drive aggregate in order to set a defined target slip at the lock-up clutch. As a function of the actuation pressure of the lock-up clutch required for setting the target slip when the PTO is coupled, the torque taken up by the PTO is determined.

Abstract: A method for operating a drive-train of a motor vehicle. The drive-train having a transmission connected between a drive aggregate and a drive output. A hydrodynamic starting element is connected between the drive aggregate and transmission. The starting element includes a converter and converter lock-up clutch. A Power Take-Off (PTO) can be coupled to the drive aggregate on the drive aggregate side to take up drive torque delivered by the drive aggregate. In order to determine the torque taken up by the PTO, the lock-up clutch is operated in a rotational-speed-regulated manner at least when the PTO is coupled to the drive aggregate in order to set a defined target slip at the lock-up clutch. As a function of the actuation pressure of the lock-up clutch required for setting the target slip when the PTO is coupled, the torque taken up by the PTO is determined.

Abstract: A method for operating a motor vehicle that has an internal combustion engine and an automated manual transmission, connected between the engine and a drive output. The transmission includes a shifting element group with a plurality of shifting elements. The transmission further includes an oil pump and an electric machine, both of which are integrated in the transmission and coupled to an input shaft of the transmission. The oil pump delivers a flow of transmission oil for cooling the shifting element group and cooling the electric machine, and the shifting elements of the shifting element group are controlled and shifted by an actuator system that is independent of the oil pump. When the motor vehicle is at rest, the oil pump is driven by the electric machine in order to cool the electric machine while the motor vehicle is at rest.

Abstract: A method for operating a motor vehicle having an engine and an electric machine, a transmission, a battery, and an exhaust treatment system having a particulate filter. The battery discharges during a charge-depleting mode of the electrical machine and charges when the electrical machine operates as a generator such that the battery charge state moves between lower and upper limits. If a filter regeneration requirement is detected, the filter is regenerated by raising the temperature of the exhaust gas. When the need for filter regeneration is detected, the battery is discharged to below the lower limit, in the charge-depleting mode of the electrical machine, prior to the regeneration. Subsequently, to regenerate the filter, the engine is operated to raise the exhaust gas temperature by increasing the torque provided by the engine, and the electric machine operates as a generator to charge the battery and/or operate an auxiliary electrical load.

Abstract: A method for operating a drive-train having two drives, a drive output, a manual transmission having a planetary gearset and two independent load paths. From the first and second drives, torque can pass to the output via respective first and second paths. The two drives can be coupled to respective elements of the planetary gearset, and the transmission is coupled to a web gear. To start, when torque passes to the output first via a second path gear and thereafter via a first path gear whose ratio is different from that of the second path gear, then before changing from the second path to the first path, the torque passed at the web gear is changed such that if torque desired by the driver is unchanged, despite the change from the second to the first path, the torque acting at the output remains constant.

Abstract: A method for controlling a hybrid drive of a vehicle is provided, for which a target drive torque (Ttarget) is provided by the internal combustion engine or the electrical engine, as the case may be, depending on an accelerator pedal position (AP) through a stored accelerator pedal characteristic curve for the drive of the vehicle. Upon a recognized driver's request for emission-free driving, the accelerator pedal characteristic curve is adjusted in such a manner that the maximum target drive torque (Ttarget) corresponds to the maximum electrical engine drive torque (TE-max).

Abstract: A method for operating a drive-train of a motor vehicle with a drive aggregate in the form of a hybrid drive system (3) which comprises at least one electric machine (2), an internal combustion engine (1), a transmission (5), a drive output (4) and a brake system which comprises at least one wear-free permanent brake (6). When a braking torque is required, the braking torque is distributed between the electric machine (2) and the wear-free permanent brake (6). At the beginning of a braking torque demand, the required brake torque is provided exclusively by the electric machine (2). Thereafter, as a function of characteristics of the wear-free permanent brake, the braking torque demand is transferred, in a controlled manner, from the electric machine to the wear-free permanent brake (6) so that the sum of the braking torques provided at the drive output (4) corresponds to the required braking torque.

Abstract: A device and a method of using the device in an electric drive system, particularly in a hybrid drive system of a motor vehicle. The device has at least a first and second battery system, connected in parallel, where their load outputs are connect to a common load output. Each battery system has an energy storage and a pre-charging circuit which is linked to it such that, by way of an output of the pre-charging circuit, the load output of the battery systems is created. The load output of each battery system can be connected or disconnected by way of the pre-charging circuit at the common load output. The common load output is energetically linked directly to an input of an inverter of the device by way of an intermediate circuit capacitor.

Abstract: A method of coupling a combustion engine of a parallel-hybrid drive train via a clutch positioned between the engine and an electric machine with the clutch device initially disengaged, the engine rotational speed approximately at an engine idling rotational speed, and the machine rotational speed larger than the engine idling rotation speed. When a request is made for a drive torque value which is larger than a torque threshold, the engine rotational speed is brought to a rotational speed value above the machine rotational speed and the clutch is slipping engaged once the rotational speed value is reached, while the engine, when the drive train decelerates and a request is made to couple the engine, is brought into deceleration cancellation and the engine rotational speed is brought up to the machine rotational speed while engaging the clutch and dependent on a transfer ability of the clutch.

Abstract: A method for operating a drive-train of a motor vehicle with a drive aggregate in the form of a hybrid drive system (3) which comprises at least one electric machine (2), an internal combustion engine (1), a transmission (5), a drive output (4) and a brake system which comprises at least one wear-free permanent brake (6). When a braking torque is required, the braking torque is distributed between the electric machine (2) and the wear-free permanent brake (6). At the beginning of a braking torque demand, the required brake torque is provided exclusively by the electric machine (2). Thereafter, as a function of characteristics of the wear-free permanent brake, the braking torque demand is transferred, in a controlled manner, from the electric machine to the wear-free permanent brake (6) so that the sum of the braking torques provided at the drive output (4) corresponds to the required braking torque.

Abstract: A motor vehicle with a hybrid drive system (1) comprising an internal combustion engine and an electric machine, one of an automatic or automated transmission (2) connected between the hybrid drive (1) and a drive output (3) and a driver-operated element (4). The driver-operated element (4) has several conditions that can be selected by a driver with which one of a number of driving ranges or one of several groups of gears are associated for operation of the transmission. The driver-operated element (4) has at least one condition that can be selected by the driver with which, alternatively or in addition to a driving range or group of gears, a hybrid function mode is associated.

Abstract: A motor vehicle control system for a vehicle with a hybrid drive in which first control units, namely, a control unit for each of an internal combustion engine, a transmission, and a hybrid management control unit, are connected to a first data bus. Second control units, namely, at least the hybrid management control unit and further control units of an electric motor portion of the drive-train are connected to the second data bus. Only a single one of the control units connected to the second data bus, holds application data centrally for the hybrid management control unit and, for all the other control units of the electric motor portion of the drive-train, in order for supplying the same with application-dependent data, in contrast the other control units of the electric motor portion, in themselves and without receiving data from the control unit, exclusively contain application-independent program data.