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 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 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 drive train system comprising a power transfer unit configured to selectively transfer power from a front driveshaft of a vehicle by providing an output torque through a ring gear, wherein the power transfer unit includes an input shaft that receives torque from a first device, and a first clutch configured to selectively couple the input shaft to the ring gear when activated; a cardan shaft in rotational communication with the ring gear and configured to transfer the output torque; and a rear drive unit coupled to the cardan shaft and configured to selectively transfer the output torque received from the cardan shaft to a rear driveshaft of the vehicle, wherein the rear drive unit includes a torque shaft that is driven by the output torque received from the cardan shaft, and a second clutch that is configured to selectively transfer the output torque from the torque shaft to the rear driveshaft when activated.

Abstract: A driveshaft assembly for a vehicle includes a tube having a first end and a second end. The driveshaft assembly also includes a first member configured to transmit torque. A portion of the first member is provided within the first end of the tube and is coupled to an inner surface of the tube by a weld. The driveshaft assembly also includes a second member configured to transmit torque. A portion of the second member is provided within the second end tube and is coupled to the inner surface of the tube by a weld. The first and second members are configured to have axes of rotation that are collinear with an axis of rotation of the tube such that when the first and second members are coupled to the tube, no further alignment between the tube, the first member, and the second member is required.

Abstract: A drive train system comprising a power transfer unit configured to selectively transfer power from a front driveshaft of a vehicle by providing an output torque through a ring gear, wherein the power transfer unit includes an input shaft that receives torque from a first device, and a first clutch configured to selectively couple the input shaft to the ring gear when activated; a cardan shaft in rotational communication with the ring gear and configured to transfer the output torque; and a rear drive unit coupled to the cardan shaft and configured to selectively transfer the output torque received from the cardan shaft to a rear driveshaft of the vehicle, wherein the rear drive unit includes a torque shaft that is driven by the output torque received from the cardan shaft, and a second clutch that is configured to selectively transfer the output torque from the torque shaft to the rear driveshaft when activated.

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 driveshaft assembly for a vehicle includes a tube having a first end and a second end. The driveshaft assembly also includes a first member configured to transmit torque. A portion of the first member is provided within the first end of the tube and is coupled to an inner surface of the tube by a weld. The driveshaft assembly also includes a second member configured to transmit torque. A portion of the second member is provided within the second end tube and is coupled to the inner surface of the tube by a weld. The first and second members are configured to have axes of rotation that are collinear with an axis of rotation of the tube such that when the first and second members are coupled to the tube, no further alignment between the tube, the first member, and the second member is required.

Abstract: A stator assembly (20) has a plurality of splayed stator poles (31-36). A first winding coil (51) is arranged on the first stator pole (31) between a first current rail (38) and the second current rail (40), the second winding coil (52) is arranged on the second stator pole (32) between the second current rail (40) rails and the third current rail (42), the third winding coil (53) is arranged on the third stator pole (33) between the third current rail (42) and the first current rail (38), the fourth winding coil (54) is arranged on the fourth stator pole (34) between the first current rail (38) and the second current rail (40), the fifth winding coil (55) is arranged on the fifth stator pole (35) between the second current rail (40) and the third current rail (42), and the sixth winding coil (56) is arranged on the sixth stator pole (36) between the third current rail (42) and the first current rail (38).

Abstract: In a gear selection device for an automatic transmission of a motor vehicle, in normal operation, gears selected at a selection lever are set by means of an actuator via a drive element, a driven element and an actuation element. In addition, a parking lock is engaged by means of the driven element. In the event of a failure, at least one position “P” of the gear selection device, and consequently the parking lock, can be engaged by means of an emergency actuation device. In this case, a force or torque limit value of the drive connection between the drive element and the driven element is overshot, so that these can be moved independently of one another. According to the invention, forces or torques up to the force or torque limit value can be transmitted, in accordance with the actuator, between the drive element and the driven element directly after emergency actuation of the driving step selection device.

Abstract: A shift device for an inline transmission, comprising a shift shaft which is rotated during selection movements and is offset axially during shift movements, a plurality of shift members each of which being mounted movable or pivotably in the axial direction, for the actuation of at least one assigned shift clutch, a plurality of shift fingers which are secured to the shift shaft and extend in each case towards one side, each shift finger being assigned to one of the shift members and being arranged in such a way that, in a defined rotary selection position of the shift shaft, the shift finger is coupled axially to its assigned shift member, in order to drive the shift member during an axial movement of the shift shaft, and a blocking device for preventing two or more gears of the transmission from being shifted simultaneously, the blocking device having a plurality of individual blocking elements mounted fixedly with respect to the casing.

Abstract: An electric motor has a stator (28) and a rotor (36?) separated therefrom by an air gap (39). The rotor has a plurality of salient poles with pole shoes (260A) facing toward the air gap, and a yoke (200). The pole shoes serve to generate a sinusoidal counter-EMF. Located between the yoke (200) and a pole shoe (260A) is a recess (266A) in which a permanent magnet (262A) is arranged. Adjacent to this recess (266A) on each side in the circumferential direction is a low-magnetic-conductivity region (266A?, 266A?) that is bounded by a retaining segment (270?) made of ferromagnetic material. The latter serves to connect the pole shoe mechanically to the yoke (200). A magnetic shunt (274?, 274?) extends from a source segment (264A?, 264A?) to a target region (270??) of one of the retaining segments.

Abstract: The invention relates to an actuating device for an automatic transmission of a motor vehicle. To allow the motor vehicle to be operated safely and managed conveniently, the invention makes provision for the actuating device to have not only a first device, by which a parking interlock can be engaged and released in normal operation of the actuating device, but also a second device, by which the parking interlock can be engaged in the event of a malfunction.

Abstract: A stator assembly (20) has a plurality of splayed stator poles (31-36), divisible by six, with first (31) through sixth (36) poles being arranged successively within a predetermined angular range. Three winding phases (70, 72, 74) are arranged in delta configuration. For their connection, three current rails (U, V, W, 38, 40, 42) are provided.

Abstract: A shift device for an inline transmission, comprising a shift shaft which is rotated during selection movements and is offset axially during shift movements, a plurality of shift members each of which being mounted movable or pivotably in the axial direction, for the actuation of at least one assigned shift clutch, a plurality of shift fingers which are secured to the shift shaft and extend in each case towards one side, each shift finger being assigned to one of the shift members and being arranged in such a way that, in a defined rotary selection position of the shift shaft, the shift finger is coupled axially to its assigned shift member, in order to drive the shift member during an axial movement of the shift shaft, and a blocking device for preventing two or more gears of the transmission from being shifted simultaneously, the blocking device having a plurality of individual blocking elements mounted fixedly with respect to the casing.

Abstract: An electric motor has a stator (28) and a rotor (36′) separated therefrom by an air gap (39). The rotor has a plurality of salient poles with pole shoes (260A) facing toward the air gap, and a yoke (200). The pole shoes serve to generate a sinusoidal counter-EMF. Located between the yoke (200) and a pole shoe (260A) is a recess (266A) in which a permanent magnet (262A) is arranged. Adjacent to this recess (266A) on each side in the circumferential direction is a low-magnetic-conductivity region (266A′, 266A″) that is bounded by a retaining segment (270′) made of ferromagnetic material. The latter serves to connect the pole shoe mechanically to the yoke (200). A magnetic shunt (274′, 274″) extends from a source segment (264A′, 264A″) to a target region (270′″) of one of the retaining segments.

Abstract: The invention relates to an actuating device for an automatic transmission of a motor vehicle. To allow the motor vehicle to be operated safely and managed conveniently, the invention makes provision for the actuating device to have not only a first device, by which a parking interlock can be engaged and released in normal operation of the actuating device, but also a second device, by which the parking interlock can be engaged in the event of a malfunction.

Abstract: A gearshift device comprises an input unit for receiving input data which is connected via at least one data line to a first controller via which an actuator unit can be controlled for setting a gearbox, especially an automatic gearbox of a motor vehicle, and comprising at least one second controller which is independent of the first controller. The second controller is separate from the first controller and is connected to the input unit via at least one data line. In the case of a fault in the first controller, the actuator unit can be controlled by the second controller at least partially correspondingly to the first controller.

Abstract: An electronically commutated claw pole motor has an external rotor (42) with a shaft (40) and a rotor magnet (62). The claw pole motor contains a stator (64) which has a first soft ferromagnetic stator pole piece (74) located on its side facing away from the external rotor (42). The stator pole piece is provided with first claw poles (82, 84) projecting toward the external rotor (42). The stator has a second soft ferromagnetic stator pole piece (76) located on its side facing the external rotor (42). The second soft ferromagnetic pole piece is provided with second claw poles (88, 90) extending from the external rotor (42) and having a larger axial extension (h2) than the first claw poles (82, 84) and projecting into gaps (92) between the first claw poles (82, 84). An axial bearing (44, 46) supports the end (44) of the shaft (40) which faces away from the external rotor (42).

Abstract: A gearshift device comprises an input unit for receiving input data which is connected via at least one data line to a first controller via which an actuator unit can be controlled for setting a gearbox, especially an automatic gearbox of a motor vehicle, and comprising at least one second controller which is independent of the first controller. The second controller is separate from the first controller and is connected to the input unit via at least one data line. In the case of a fault in the first controller, the actuator unit can be controlled by the second controller at least partially correspondingly to the first controller.