Abstract: The invention relates to a rotor arrangement (100, 100a) for the improved cooling of a rotor. The arrangement includes a rotor core (9) and a rotor shaft (17) with an axial rotor axis (14), where the rotor core (9) is arranged on the rotor shaft (17). The rotor core (9) is defined by rotor laminae stacked one after another, and the rotor core (9) comprises at least embedded outer magnets (11), the outer magnets (11) being arranged radially outside in the rotor core (9) in axially extending magnet pockets (34).

Abstract: A parking lock shifting device has a flat cam mechanism with a rotatable cam element and an engagement element guided on the cam element and displaceable for shifting a parking lock. A transmission shifting device has a rotatable shift roller and at least one shift element which can be displaced by rotating the shift roller. The transmission shift device has such a parking lock shifting device, the cam element is non-rotatably connected to the shift drum and the engagement element forms a further shift element which can be shifted by rotating the shift drum. Also disclosed is a transmission with a parking lock shifting device of this type or a transmission shifting device of this type, and vehicle with a parking lock shifting device of this type, a transmission shifting device of this type or a transmission of this type.

Abstract: Disclosed is a starting device for a transmission. The starting device includes a drive input shaft provided for coupling the starting device to a drive engine connected upstream from the transmission. An output shaft is configured to connect the starting device to a gearset of the transmission. The drive input shaft and the output shaft can be connected rotationally fixed to one another by means of a first shifting element. An electric machine is provided whose rotor is connected to an intermediate shaft. The intermediate shaft is coupled to the output shaft by way of at least one gear step. In order to realize integration of the upstream drive engine and the electric machine, a second shifting element is also provided which, when actuated, forms a rotationally fixed connection between the intermediate shaft and the drive input shaft.

Abstract: A transmission arrangement for a hybrid drive of a motor vehicle, in particular a utility vehicle, having change-speed transmission (G) with a drive output shaft (AW), a retarder (RE) with a retarder shaft (RW), an electric machine (EM) with a rotor shaft (RO) and a first gear ratio step (Ü1) between the drive output shaft (AW) and the retarder shaft (RW). The retarder (RE) is driven by way of the first gear ratio step (Ü1). The electric machine (EM) is arranged with its axis parallel to the retarder (RE) and can be coupled to the retarder shaft (RW) by way of a second gear ratio step (Ü2).

Abstract: Disclosed is a starting device for a transmission. The starting device includes a drive input shaft provided for coupling the starting device to a drive engine connected upstream from the transmission. An output shaft is configured to connect the starting device to a gearset of the transmission. The drive input shaft and the output shaft can be connected rotationally fixed to one another by means of a first shifting element. An electric machine is provided whose rotor is connected to an intermediate shaft. The intermediate shaft is coupled to the output shaft by way of at least one gear step. In order to realize integration of the upstream drive engine and the electric machine, a second shifting element is also provided which, when actuated, forms a rotationally fixed connection between the intermediate shaft and the drive input shaft.

Abstract: A transmission arrangement for a hybrid drive of a motor vehicle, in particular a utility vehicle. The transmission arrangement has a change-speed transmission (1), in particular a group transmission (1) with a drive output side (1b), a drive output flange (2) and a countershaft (VW). An add-on transmission (3) is arranged on the change-speed transmission (1) and has at least one electric machine (EM) and at least one gear ratio step (Ü1). The at least one electric machine (EM) is connected to the countershaft (VW) by way of the at least one gear ratio step (Ü1) and can be engaged as an additional electric drive.

Abstract: A transmission arrangement for a hybrid drive of a motor vehicle, in particular a utility vehicle. The transmission arrangement has a change-speed transmission (1), in particular a group transmission (1) with a drive output side (1b), a drive output flange (2) and a countershaft (VW). An add-on transmission (3) is arranged on the change-speed transmission (1) and has at least one electric machine (EM) and at least one gear ratio step (Ü1). The at least one electric machine (EM) is connected to the countershaft (VW) by way of the at least one gear ratio step (Ü1) and can be engaged as an additional electric drive.

Abstract: A transmission arrangement for a hybrid drive of a motor vehicle, in particular a utility vehicle, having change-speed transmission (G) with a drive output shaft (AW), a retarder (RE) with a retarder shaft (RW), an electric machine (EM) with a rotor shaft (RO) and a first gear ratio step (Ü1) between the drive output shaft (AW) and the retarder shaft (RW). The retarder (RE) is driven by way of the first gear ratio step (Ü1). The electric machine (EM) is arranged with its axis parallel to the retarder (RE) and can be coupled to the retarder shaft (RW) by way of a second gear ratio step (Ü2).

Abstract: A method of operating a vehicle having a hybrid drive, a transmission with shift elements, a drive output with a brake, a main transmission with input shafts, an output shaft and planetary gear sets (PG1, PG2). The main transmission has five gear planes. One shift element can connect a gear plane to an element of gear set (PG1) adjoining the main transmission. Another shift element couples a further element of gear set (PG1) either to the output shaft or a housing. An electric machine is permanently connected to an element of gear set (PG2). If, while driving with a transmission gear engaged, the drive output brake is engaged for a full brake application, a shift element of the transmission is first relieved by the electric machine and/or a brake assigned to one of the input shafts and then subsequently disengaged to decouple the combustion engine from the drive output.

Abstract: An auxiliary power take-off assembly (32) for a transmission (6) of a motor vehicle (2) having a torque converter (8). A driveshaft (30) is permanently connected to a drive motor (4), via the pump shaft (24) of the torque converter (8). In addition, the auxiliary power take-off assembly (32) has a transmission drive chain which includes at least a drive input element (34) and a drive output element (42) connected to an additional assembly (66) to be driven, and a shifting element (64, 68). The shifting element (64, 68) is functionally arranged between the driveshaft (30) and the drive input element (34) of the transmission chain for the optionally connecting the driveshaft (30) to the drive input element (34).

Abstract: A method of operating a vehicle having a hybrid drive, a transmission with shift elements, a drive output with a brake, a main transmission with input shafts, an output shaft and planetary gear sets (PG1, PG2). The main transmission has five gear planes. One shift element can connect a gear plane to an element of gear set (PG1) adjoining the main transmission. Another shift element couples a further element of gear set (PG1) either to the output shaft or a housing. An electric machine is permanently connected to an element of gear set (PG2). If, while driving with a transmission gear engaged, the drive output brake is engaged for a full brake application, a shift element of the transmission is first relieved by the electric machine and/or a brake assigned to one of the input shafts and then subsequently disengaged to decouple the combustion engine from the drive output.

Abstract: A dual clutch transmission for a motor vehicle including two sub-transmissions, each having at least one input shaft. An output shaft outputs drive from both sub-transmissions. The input shafts are arranged on an input shaft axis and the output shaft is arranged on the input shaft axis or a parallel countershaft axis. An intermediate gear system includes at least one countershaft which is arranged on the countershaft axis. At least four shifting elements are arranged such that, in each case, at least two shifting elements are arranged on the input shaft axis and on the countershaft axis. At least one input shaft can be connected to the output shaft by way of two wheel planes and/or at least one shifting element. Preferably half of the shifting elements are unsynchronized and at least one-third of the shifting elements are synchronized. Also a method for operating a dual clutch transmission.

Abstract: A dual-clutch transmission having first and second clutches which selectively engage to couple a drive shaft with a respective first and second input shaft. The input shafts are coaxially aligned with the first input shaft extending through the second input shaft. A transmission output shaft is coaxially aligned with and extends behind the input shafts. Either six, seven or eighth forward gears and at least two reverse gears are produced by gearwheels that are arranged in six gearwheel planes on the input and the output shafts and a countershaft. The gearwheel planes are sequentially arranged axially along the transmission. Depending on the shifting positions of eight interlocking shifting elements, when six forward gears are provided, the last forward gear is a direct gear. In contrast, when either seven or eight forward gears are provided, the last forward gear, in each case, is an overdrive gear.

Abstract: A drive-train for a vehicle with at least one electric drive, which can be coupled via a driveshaft (2) to at least a first transmission ratio stage (i1) and a second transmission ratio stage (i2). At least one shifting mechanism is provided for engaging the transmission ratio stages (i1, i2). To carry out powershifts, the shifting mechanism includes at least one interlocking shifting element (5) and at least one frictional shifting element (6, 6A). Each of the transmission ratio stages (i1, i2) can be engaged by the interlocking shifting element (5) and at least one of the transmission ratio stages (i2) can be engaged both by the interlocking shifting element (5) and by the frictional shifting element (6). Methods for carrying out a powershift, between a frictional shifting element (6, 6A) and an interlocking shifting element (5) in the drive-train, are also disclosed.

Abstract: The invention relates to a shifting device (1) for a group transmission with a first switching device (9) for switching the gear steps of a group, a second switching device (10) for switching the groups of the group transmission, and a locking device (22), which features a locking member (23), which can be moved from a releasing position into a locking position, in which the first switching device (9) is locked in a neutral position. Inventively, the locking member (23) can be moved independently of a switching movement of the second switching device (10) from the releasing position into the locked position. The invention also involves a method for controlling a switching device (1) for a group transmission.

Abstract: An automatic multiple-gear transmission, in particular a power-bifurcated auxiliary transmission for motor vehicles, is described, in which several power paths are provided in a transmission housing (24) between a transmission input shaft (3) and a transmission output shaft (4) for the shifting of gears. The gears are presented with several conversion devices (8, 9, 10) that can be hooked up via control elements (5, 6, 7) into a power flow. At least one of the conversion devices (8, 9, 10) is located at least partially in a transmission housing (24) in such a way that the radial and tangential forces can be transmitted directly to the housing when the conversion device (8, 9) is hooked up.

Abstract: An automatic multiple-gear transmission, in particular a power-bifurcated auxiliary transmission for motor vehicles, is described, in which several power paths are provided in a transmission housing (24) between a transmission input shaft (3) and a transmission output shaft (4) for the shifting of gears. The gears are presented with several conversion devices (8, 9, 10) that can be hooked up via control elements (5, 6, 7) into a power flow. At least one of the conversion devices (8, 9, 10) is located at least partially in a transmission housing (24) in such a way that the radial and tangential forces can be transmitted directly to the housing when the conversion device (8, 9) is hooked up.

Abstract: An apparatus for inserting individual piece goods (3) into containers (4) has a first conveyor (1) for feeding the individual piece goods (3), and a second conveyor (2) for feeding the containers (4), and at least one picker unit (5). At least one of the at least one picker units (5) inserts a number x of piece goods (3) from the first conveyor (1) into a container (4), the container (4) holding a number N>x of piece goods (3). The apparatus also has at least one separate transfer unit (U) for transferring the final N−x piece goods (3) into the container (4) holding N piece goods (3), at least one of the at least one picker units (5) transferring the N−x piece goods (3) from the first conveyor (1) into the transfer unit (U).

Abstract: An apparatus for inserting individual piece goods (3) into containers (4) has a first conveyor (1) for feeding the individual piece goods (3), and a second conveyor (2) for feeding the containers (4), and at least one picker unit (5). At least one of the at least one picker units (5) inserts a number x of piece goods (3) from the first conveyor (1) into a container (4), the container (4) holding a number N>x of piece goods (3). The apparatus also has at least one separate transfer unit (U) for transferring the final N-x piece goods (3) into the container (4) holding N piece goods (3), at least one of the at least one picker units (5) transferring the N-x piece goods (3) from the first conveyor (1) into the transfer unit (U).

Abstract: A return conveyor belt system for conveniently returning ripped lumber to an individual after being ripped. The return conveyor belt system includes a table having an upper surface, a manipulating member slidably positioned upon the table and mechanically connected to a drive motor, a conveyor pivotally attached to the table, a control unit for controlling the drive motor and the conveyor, and a sensor positioned upon the conveyor for sensing a piece of lumber. A saw positioned adjacent to the table delivers ripped lumber upon the upper surface of the table where after the manipulating member forces the ripped lumber either onto the conveyor or away from the conveyor. The ripped lumber is transported towards the operator until a sensor detects the lumber thereby terminating movement of the conveyor. The operator is then able to remove the ripped lumber from the conveyor.