Abstract: A drive torque of an electric motor for driving a driveline included in a driveline assembly of a motor vehicle can be controlled as a function of the vehicle speed in such a way that, when the vehicle speed is below a predetermined threshold value, the electric motor is controlled in a high torque mode and, when the vehicle speed is above the threshold value, the electric motor is controlled in a low torque mode.

Abstract: The invention relates to a method for controlling a drive system for an axle of a motor vehicle, wherein the drive system has at least one drive unit, a drive shaft driven by the drive unit, a first output shaft and a second output shaft, as well as a first clutch connecting the drive shaft to the first output shaft and a second clutch connecting the drive shaft to the second output shaft, and furthermore comprises a control unit for controlling the clutches, wherein the clutches are able to be operated at least at certain operating points with a micro-slip control in which a speed differential between the drive shaft and the output shaft of more than zero revolutions per minute and no more than 50 revolutions per minute is set at the respective clutch, wherein the method comprises at least the following steps: a) establishing a travel state of the motor vehicle, wherein at least the following travel states are detected: traveling straight ahead and cornering in the pull mode; b) selecting and applying a c

Abstract: A drive torque of an electric motor for driving a driveline included in a driveline assembly of a motor vehicle can be controlled as a function of the vehicle speed in such a way that, when the vehicle speed is below a predetermined threshold value, the electric motor is controlled in a high torque mode and, when the vehicle speed is above the threshold value, the electric motor is controlled in a low torque mode.

Abstract: To reduce the complexity and the outlay involved in the development and implementation in a vehicle of systems and methods known from the prior art for operating a differential-free, clutch-controlled balancing unit having a first clutch and a second clutch, the invention provides for the first clutch and the second clutch to be controlled independently of the driving conditions, and always using the same variable controlled variable of the same value.

Abstract: Controlling a driving torque of a driveline assembly of a motor vehicle comprises: monitoring a speed of a first drive axle; monitoring a speed of a second drive axle; determining a target speed for the electric machine from at least one of the speeds of the first and the second drive axle controlling the electric machine in target speed mode as a function of the at least one speed; determining a target torque from the speed of the first drive axle and the speed of the second drive axle; controlling the clutch in a target torque mode as a function of the speed of the first drive axle and the speed of the second drive axle.

Abstract: Controlling a driving torque of a driveline assembly of a motor vehicle comprises: monitoring a speed of a first drive axle; monitoring a speed of a second drive axle; determining a target speed for the electric machine from at least one of the speeds of the first and the second drive axle controlling the electric machine in target speed mode as a function of the at least one speed; determining a target torque from the speed of the first drive axle and the speed of the second drive axle; controlling the clutch in a target torque mode as a function of the speed of the first drive axle and the speed of the second drive axle.

Abstract: To reduce the complexity and the outlay involved in the development and implementation in a vehicle of systems and methods known from the prior art for operating a differential-free, clutch-controlled balancing unit having a first clutch and a second clutch, the invention provides for the first clutch and the second clutch to be controlled independently of the driving conditions, and always using the same variable controlled variable of the same value.

Abstract: A method for the distribution of drive torque to the wheels of a driven axle of a motor vehicle. The bend slip between a bend-inside and a bend-outside wheel of an axle of the motor vehicle during cornering is calculated. The inner drive slip between the bend-inside driven wheel and the bend-inside nondriven wheel is calculated. The drive torque is distributed as a function of a difference between the inner drive slip and the bend slip, multiplied by a scaling factor.

Abstract: A drivetrain for a motor vehicle, which has a permanently driven rear axle and a front axle which is driven on demand. The drivetrain comprises a drive unit whose output is connected to an input member of a differential of the rear axle and to a clutch arrangement for driving the front axle. The clutch arrangement has a first and a second friction clutch which can be controlled substantially independently of one another. The input members of said friction clutches are connected to the output of the drive unit. The output members of said friction clutches being connected respectively to a left and to a right driveshaft of the front axle.

Abstract: A drivetrain for an all-wheel-drive vehicle which has a first driven axle and a second driven axle. A drive unit is connected to a multi-stage transmission which has a multiplicity of gear stages for generating different transmission ratios. A transmission output shaft of the multi-stage transmission is connected to the first driven axle. The drive unit is also connected to an activating arrangement, the output element of which is connected to the second driven axle. Thus drive power can be supplied to the first axle permanently via the multi-stage transmission and drive power can be supplied to the second axle on demand via the activating arrangement. The activating arrangement has a first activating friction clutch and a second activating friction clutch which are designed to supply drive power to the second axle via a first and a second transmission ratio stage, respectively. The first transmission ratio stage is assigned to at least one lower gear stage of the multi-stage transmission.

Abstract: A drive train of a vehicle is disclosed which comprises a permanently driven primary axle and a secondary axle connectable to the primary axle via a switch-on device with a switch-on mechanism, whereby the secondary drive train output via side shaft couplings is transferred to the drive wheels of the secondary axle. Because the switch-on mechanism and/or the side shaft couplings have frictionally engaged couplings, it can be that when the secondary axle is uncoupled, the shutdown section of the secondary drive train located between the switch-on device and the side shaft couplings is uncoupled both from the primary axle and from the secondary drive wheels, such that there is no more power loss in this shutdown section, whereby connecting the secondary drive train during travel is possible all the same and losses in comfort and practicability do not have to be tolerated.

Abstract: A drivetrain for an all-wheel-drive vehicle which has a first driven axle and a second driven axle. A drive unit is connected to a multi-stage transmission which has a multiplicity of gear stages for generating different transmission ratios. A transmission output shaft of the multi-stage transmission is connected to the first driven axle. The drive unit is also connected to an activating arrangement, the output element of which is connected to the second driven axle. Thus drive power can be supplied to the first axle permanently via the multi-stage transmission and drive power can be supplied to the second axle on demand via the activating arrangement. The activating arrangement has a first activating friction clutch and a second activating friction clutch which are designed to supply drive power to the second axle via a first and a second transmission ratio stage, respectively. The first transmission ratio stage is assigned to at least one lower gear stage of the multi-stage transmission.

Abstract: The invention relates to a drive train of a vehicle, comprising a permanently driven primary axle and a secondary axle connectable to the primary axle via a switch-on device with a switch-on mechanism, whereby the secondary drive train output via side shaft couplings is transferred to the drive wheels of the secondary axle. A disadvantage to these drive trains is that also when the secondary axles are not connected their components are dragged along by the vehicle drive or by the drive wheels rolling away on the roadway, causing power losses. Complete shutdown of the secondary drive train to date is executed only by manually switchable wheel hub couplings which are however a disadvantage with respect to ease of use and practicability.

Abstract: A power divider for a motor vehicle with a first and a second driven axle, with an input member which is connectable to the output of a drive unit, with a transverse differential for the first driven axle and an output member which is connectable to the second driven axle, and with a friction clutch which has two friction members, one of the friction members being connected to the output member, the other friction member being connected axially rigidly to an input element of the transverse differential, and the input element of the transverse differential being supported in the axial direction on the output member.

Abstract: A drivetrain for a motor vehicle, which has a permanently driven rear axle and a front axle which is driven on demand. The drivetrain comprises a drive unit whose output is connected to an input member of a differential of the rear axle and to a clutch arrangement for driving the front axle. The clutch arrangement has a first and a second friction clutch which can be controlled substantially independently of one another. The input members of said friction clutches are connected to the output of the drive unit. The output members of said friction clutches being connected respectively to a left and to a right driveshaft of the front axle.

Abstract: A method for the distribution of drive torque to the wheels of a driven axle of a motor vehicle. The bend slip between a bend-inside and a bend-outside wheel of an axle of the motor vehicle during cornering is calculated. The inner drive slip between the bend-inside driven wheel and the bend-inside nondriven wheel is calculated. The drive torque is distributed as a function of a difference between the inner drive slip and the bend slip, multiplied by a scaling factor.

Abstract: A power divider for a motor vehicle with a first and a second driven axle, with an input member which is connectable to the output of a drive unit, with a transverse differential for the first driven axle and an output member which is connectable to the second driven axle, and with a friction clutch which has two friction members, one of the friction members being connected to the output member, the other friction member being connected axially rigidly to an input element of the transverse differential, and the input element of the transverse differential being supported in the axial direction on the output member.

Abstract: An axial setting device comprising two plates (24, 29) which are relatively rotatable and coaxially supported relative to one another and between which balls are guided in pairs of ball grooves (34, 39) in the plates (24, 29), with the depth of said pairs of ball grooves (34, 39) being circumferentially variable; of the plates (24, 29), one is axially supported and one is axially displaceable against the elastic returning forces of spring means; at least one of the plates (24, 29) is drivable via a driveline by a driving motor (11). Within the driveline, between the driving motor (11) and the drivable plates (24, 29), there is inserted a switching coupling (83).

Abstract: A coupling for controllably transmitting torque, having a first coupling member and a second coupling member—especially a shaft and a coupling housing—which are supported so as to be rotatable relative to one another; the coupling comprises a friction coupling and a viscous coupling switched in parallel; the friction coupling comprises two sets of friction plates and the viscous coupling comprises two VC plate carriers; the sets of friction plates of the friction coupling are each connected in a rotationally fast way to the first and the second coupling member and axially loadable by an adjusting device, and a first VC plate carrier of the viscous coupling is permanently connected in a rotationally fast way to the first one of the coupling members, and a second VC plate carrier of the viscous coupling is disconnectably connected to the second coupling member, with an axial adjusting device connecting and disconnecting the second VC plate carrier of the viscous coupling in a friction locking way an

Abstract: A mechanical clutch with two elements (11, 21) which, for the purpose of positively engaging one another, are provided with opposed end toothings which are adapted to one another, the first element (11) being rotatably mounted and axially supported, the second element (21) also being rotatably mounted and axially supported, and further being axially blocked in a first position for the purpose of being non-rotatably engaged with the first element (11), and being axially moveable into a position in which it is freely rotatably and disengaged from the first element (11), with a device for selectively axially blocking the second element (21), the clutch further comprising: a cavity system whose shape is variable and which is filled with a magneto-rheological fluid; a displacing member which can be moved between a first position and a second position, which delimits the cavity system and which is connected to the second element (21); and an electro-magnet (37) which can magnetize at least part of the magneto-rheol