Abstract: A transmission (G) includes an input shaft (GW1), an output shaft (GW2), an electric machine (EM), a plurality of planetary gear sets (P1-P3; 2P1-2P5), and gear-implementing shift elements (S1-S6; 2S1-2S5). Via engagement of a first of the gear-implementing shift elements (S1, 2S1), which is a force-locking shift element having a variable torque transmission capacity, the input shaft (GW1) and an element (E1, 22E1) of one of the planetary gear sets (P3; 2P4) can be brought into a fixed rotational speed relationship with respect to each other. Another element (E2, 22E2a, 22E2b) of one of the planetary gear sets (P1, 2P3, 2P5) is permanently connected to a rotor (R) of the electric machine (EM). By engaging an auxiliary shift element (ZS, 2ZSa, 2ZSb), which is a form-locking shift element, the rotor (R) and the input shaft (GW1) can be brought into a fixed rotational speed relationship with respect to each other.

Abstract: A transmission where a first shaft is rotationally fixable to a third shaft and to a second shaft, the second and third shafts are rotationally connectable to a fourth shaft, the second shaft is rotationally connectable to a fifth shaft, the fourth shaft is rotationally connectable to the fifth shaft, the third shaft is rotationally connectable to the fifth shaft, fixed gears of the fourth and fifth shafts are rotationally connected to a drive output, a first gearwheel of the sixth shaft meshes with a fixed gear of the second shaft, and a second gearwheel of the sixth shaft meshes with a fixed gear of the third shaft. Moreover, a first gearwheel of the sixth shaft is an idler gear and a second gearwheel of the sixth shaft is a fixed gear, or vice versa. Additionally, the idler gear of the sixth shaft is rotationally fixable to the sixth shaft.

Abstract: A toothing arrangement (1) includes at least one first helical-cut spur gear (3) and a second helical-cut spur gear (4), which form a common meshing toothing, and as least one thrust collar (7) with two races (8, 9) for axial load compensation on both sides in the region of the meshing toothing. The annular thrust collar (7) includes an internal gearing (10), which, in the mounted state, is supported in a circumferential groove (11) interrupting the tooth system (5) of the first spur gear (3). At least one rotation prevention means is associated with the thrust collar (7). The rotation prevention means is movable from a radially inner region to a radially outer region of the first spur gear (3) into an interlock position. A transmission may include the toothing arrangement.

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 gearwheel (10), in particular a parking interlock gear for a parking lock arrangement, includes an annular body with a radially acting first toothing (2), arranged on the outer circumference of the annular body (1), for the engagement of a locking pawl, an axially acting second toothing (3), arranged on a face end of the annular body and including a plurality of teeth (5) with oblique tooth flanks (5a, 5b), for the engagement of a corresponding axially acting third toothing (42), which includes teeth (44) with oblique tooth flanks (44a, 44b), of a shaft (40). A parking lock arrangement also includes the gearwheel.

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 connecting arrangement includes first and second idler gears (6, 7) arranged coaxially and connectable via an engagement unit. The engagement unit includes a coupling element coupled to the first idler gear (7) in a direction of rotation and axially movable between a home position and a coupling position. In the coupling position, the coupling element is coupled to the second idler gear (6) in addition to being coupled to the first idler gear (7) in the direction of rotation. In the home position, the coupling element and the second idler gear (6) are freely turnable with respect to each other. The first and second idler gears (6, 7) are helical-cut spur gears. The coupling element is guided in a helically extending guide (18) on the first idler gear (7) and, in the coupling position, engages into a helically extending engagement geometry (21) on the second idler gear (6).

Abstract: A transmission (G) includes an input shaft (GW1), an output shaft (GW2), an electric machine (EM), a plurality of planetary gear sets (P1-P3; 2P1-2P5), and gear-implementing shift elements (S1-S6; 2S1-2S5). Via engagement of a first of the gear-implementing shift elements (51, 2S1), which is a force-locking shift element having a variable torque transmission capacity, the input shaft (GW1) and an element (E1, 22E1) of one of the planetary gear sets (P3; 2P4) can be brought into a fixed rotational speed relationship with respect to each other. Another element (E2, 22E2a, 22E2b) of one of the planetary gear sets (P1, 2P3, 2P5) is permanently connected to a rotor (R) of the electric machine (EM). By engaging an auxiliary shift element (ZS, 2ZSa, 2ZSb), which is a form-locking shift element, the rotor (R) and the input shaft (GW1) can be brought into a fixed rotational speed relationship with respect to each other.

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 gear transmission includes a first helical-cut gearwheel (1) and a second helical-cut gearwheel (2) engaged for transmitting torques in different directions. The first gearwheel (1) and the second gearwheel (2) each include corresponding ring-shaped thrust collars (4, 5), and corresponding thrust collars (4, 5) each form a race (8, 9, 10, 11) having an overlap region. A first race (8) and a second race (9) form an overlap region for traction torques, and a third race (10) and a fourth race (11) form an overlap region for overrun torques. Each overlap region includes a contact surface or a contact point (14, 15), and each contact point (14, 15) is situated on a contact circle diameter (16, 17). The contact surfaces or contact points (8, 9) for traction torques and the contact surfaces or contact points (10, 11) for overrun torques are radially offset.

Abstract: A toothing arrangement (1) includes at least one first helical-cut spur gear (3) and a second helical-cut spur gear (4), which form a common meshing toothing, and as least one thrust collar (7) with two races (8, 9) for axial load compensation on both sides in the region of the meshing toothing. The annular thrust collar (7) includes an internal gearing (10), which, in the mounted state, is supported in a circumferential groove (11) interrupting the tooth system (5) of the first spur gear (3). At least one rotation prevention means is associated with the thrust collar (7). The rotation prevention means is movable from a radially inner region to a radially outer region of the first spur gear (3) into an interlock position. A transmission may include the toothing arrangement.

Abstract: A method for operating a transmission for a motor vehicle having an input shaft, a first shaft connectable to the input shaft via a first input clutch and a second shaft connectable to the input shaft via a second input clutch, a plurality of gearshift clutches, and an output shaft. Different gear ratios between the input and output shafts are implementable by selective engagement of the plurality of clutches. A first torque transmission path between the first and second shafts is engageable with a first friction-locking clutch and a second torque transmission path between the first and second shafts is engageable with a second friction-locking clutch. The method includes actuating, at least intermittently during a synchronization phase in an upshift process of the transmission, the first friction-locking clutch to transmit a first torque and the second friction-locking clutch to transmit a second torque.

Abstract: A gearwheel (10), in particular a parking interlock gear for a parking lock arrangement, includes an annular body with a radially acting first toothing (2), arranged on the outer circumference of the annular body (1), for the engagement of a locking pawl, an axially acting second toothing (3), arranged on a face end of the annular body and including a plurality of teeth (5) with oblique tooth flanks (5a, 5b), for the engagement of a corresponding axially acting third toothing (42), which includes teeth (44) with oblique tooth flanks (44a, 44b), of a shaft (40). A parking lock arrangement also includes the gearwheel.

Abstract: A torque transmission arrangement for a powertrain of a motor vehicle includes an input and an output. A torque path runs from the input to the output. A torsional vibration damping unit is positioned first, followed by a gear unit, along the torque path between the input and the output. A first slip arrangement and/or a second slip arrangement for generating a speed slip are/is provided in the torque path between the input and the output for vibration damping.

Abstract: A method for the transmission and damping of a mean torque with a superposed alternating torque having an input and an output. The mean and superposed alternating torque is transmitted along a torque path from the input to the output area. An input speed is a mean speed and a superposed alternating component. A slip arrangement is provided in the torque path between the input and the output for transmitting the mean and superposed alternating torque and generating a speed slip between an input speed and an output speed. The slip arrangement provides a maximum of an external activation of the speed slip in a area of the maxima of at least one periodic oscillation component of the alternating component and provides a minimum of an external activation of the speed slip in an area of the minima of at least one periodic oscillation component of the alternating component.

Abstract: A method for transmission of and damping of a mean torque with a superposed alternating torque in a torque transmission arrangement for a powertrain of a motor vehicle having an input and an output. The mean torque with the superposed alternating torque is transmitted along a torque path from the input the output. The input rotates at an input speed and the output rotates at an output speed. A slip arrangement is provided in the torque path between the input and the output for generating a speed slip. The slip arrangement provides a maximum of an external activation of the speed slip in the area of a maxima of at least one periodic oscillation component of an alternating component and provides a minimum of an external activation of the speed slip in the area of a minima of at least one periodic oscillation component of the alternating component (new).

Abstract: A method for the transmission and damping of a mean torque with a superposed alternating torque in an arrangement having an input and an output. The mean torque and superposed alternating torque are transmitted along a path from the input to the output. A slip arrangement is provided in the torque path between the input and the output for transmitting mean torque and superposed alternating torque and for generating a speed slip between an input speed and an output speed in the path. The slip arrangement provides a maximum of an external activation of the speed slip in the area of the maxima of at least one periodic oscillation component of the alternating component and provides a minimum of an external activation of the speed slip in the area of the minima of at least one periodic oscillation component of the alternating component.

Abstract: A torsional vibration damping arrangement for a drivetrain of a vehicle comprises a rotational mass arrangement which is rotatable around a rotational axis A and a damping arrangement fixed with respect to rotation relative to the rotational axis A. A displacer unit is operatively connected to the primary inertia element on the one side and to the secondary inertia element on the other side. The damping arrangement includes a slave cylinder with a working chamber having a volume V2, and the working chamber of the slave cylinder is operatively connected to the working chamber of the displacer unit. The damping arrangement includes a stiffness arrangement and a damper mass, and the slave cylinder of the damping arrangement is operatively connected to the damper mass by a stiffness arrangement.

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 transmission for a motor vehicle wherein the drive shaft (An) is rotationally fixedly connectable by the first shift element (K1) to the first shaft (1) and by the second shift element (K2) to the second shaft (2). The second shaft (2) is rotationally fixedly connectable by the fifth shift element (B2) to the housing (3). The third shaft (4) is rotationally fixedly connected to the third gear set element of the second planetary gear set (RS2) and to the first gear set element of the third planetary gear set and is rotationally fixedly connectable by the sixth shift element (B1) to the housing (3). The second gear set element of the third planetary gear set (RS3) is rotationally fixedly connected to the output shaft (Ab), and the third gear set element of the third planetary gear set (RS3) is rotationally fixedly connected to the second shaft (2).