Abstract: An electromagnetic clutch is specified, includes a shifting sleeve which is arranged on a shaft for joint rotation therewith and is linearly displaceable along the shaft between a first engaged position, a second engaged position and a disengaged position located between the engaged positions, a first clutch body and a second clutch body, which are axially spaced apart from each other and are each aligned coaxially with the shaft, each clutch body having an internal toothing, and a stator having a first and a second energizable coil. The shifting sleeve has a first toothing for engaging the internal toothing of the first clutch body in the first engaged position and a second toothing for engaging the internal toothing of the second clutch body in the second engaged position.

Abstract: An electromagnetically actuated dog clutch includes a shifting sleeve which has an internal toothing and is received axially movably on an external toothing of a transmission shaft for joint rotation therewith, an actuator which has a magnet coil and is configured so as to be adapted to move the shifting sleeve axially on the transmission shaft into a first shifting position, a spring element which cooperates with the shifting sleeve and acts upon the shifting sleeve in a direction opposite to a movement caused by the actuator in the direction of a second shifting position, and a support ring which is plugged onto the transmission shaft and is arranged in an axial direction of the shifting sleeve between the spring element and the internal toothing of the shifting sleeve. The support ring is firmly connected to the transmission shaft with respect to the axial direction.

Abstract: A claw-type gearshift has a sliding sleeve which is adapted to be axially displaced on a hub body and a clutch body of a speed change gear. The hub body has at least one thrust piece arranged thereon which includes a friction surface that cooperates with a mating friction surface on the clutch body, the at least one thrust piece being displaceable in the circumferential direction between a release position and two locking positions that are located on either side of the release position. A first locking structure on the at least one thrust piece cooperates with a second locking structure on the internal toothing of the sliding sleeve. The locking structures are configured such that in each of the locking positions, the locking structures rest against each other such that a further axial movement of the sliding sleeve is blocked. For shifting a gear, a difference in speed between the clutch body and the hub body is reduced.

Abstract: The present disclosure relates to an electromagnetic clutch, including a selector sleeve which is arranged in a rotationally fixed manner on a first shaft and is adapted to be shifted linearly along the first shaft between an engaged and a disengaged state, a coupling body which is aligned coaxially to the first shaft, a stator which has a coil which serves to shift an armature ring linearly along the first shaft, the armature ring being mounted radially in an axial guide separately from the first shaft and the coupling body, wherein a shifting of the armature ring by the coil is also accompanied by a shifting of the selector sleeve. The present disclosure also relates to a method of closing and opening an electromagnetic clutch.

Abstract: The present disclosure relates to an electromagnetic clutch including a shifting sleeve which has a first toothing, is arranged in a rotationally fixed manner on a first shaft and can be displaced linearly along the first shaft between an engaged and a disengaged state, a first clutch body, which has a second toothing and which is aligned coaxially to the first shaft, the first and/or the second toothing having undercuts in the direction of the engaged state, which are configured such that a torque transmission between the first shaft and the first clutch body generates a force on the shifting sleeve in the direction of the engaged state. The present disclosure also relates to a method of closing and opening an electromagnetic clutch.

Abstract: In a claw-type gearshift, a blocking ring is arranged axially between a hub body having a sliding sleeve and a clutch body such that it is rotatable between a release position and two locking positions. The blocking ring is adapted to be displaced toward the clutch body until conical friction surfaces on the blocking ring and on the clutch body come into contact. The blocking ring constitutes a form-locking blockade for the sliding sleeve against displacement of the sliding sleeve teeth between the clutch body teeth when an axial shifting force is applied in the non-synchronized state. When the claw clutch is shifted, a difference in speed between the clutch body and the hub body is reduced and the sliding sleeve is deflected in the axial direction toward the speed change gear to be shifted, as a result of which a friction surface of the blocking ring and a mating friction surface of the clutch body come into contact.

Abstract: A coupling device for coupling two components in a torque-conducting manner including a first coupling component having a first external toothing and a second coupling component having a second external toothing. In addition, the coupling device has a sliding sleeve having an internal toothing which is permanently engaged with the first external toothing and can be selectively brought into engagement with the second external toothing. Furthermore, a locking unit is provided which can selectively assume a locking state in which the sliding sleeve is held in a form-fitting manner in a rotationally coupled state. In addition, the locking unit can selectively assume an unlocking state.

Abstract: In a claw-type gearshift, a blocking ring is arranged axially between a hub body having a sliding sleeve and a clutch body such that it is rotatable between a release position and two locking positions. The blocking ring is adapted to be displaced toward the clutch body until conical friction surfaces on the blocking ring and on the clutch body come into contact. The blocking ring constitutes a form-locking blockade for the sliding sleeve against displacement of the sliding sleeve teeth between the clutch body teeth when an axial shifting force is applied in the non-synchronized state. When the claw clutch is shifted, a difference in speed between the clutch body and the hub body is reduced and the sliding sleeve is deflected in the axial direction toward the speed change gear to be shifted, as a result of which a friction surface of the blocking ring and a mating friction surface of the clutch body come into contact.

Abstract: A claw-type gearshift includes a sliding sleeve and a clutch body of a speed change gear, in which the sliding sleeve can engage. A blocking ring having an external toothing is arranged axially between the hub body and the clutch body and is fixed to the hub body such that it is rotatable in relation to the sliding sleeve by a certain degree in the circumferential direction between a release position and two locking positions. The blocking ring has a plurality of axially resilient tabs which are directed radially inward and which bear against the hub body and limit the movement of the blocking ring relative to the hub body in the circumferential direction, and a ring portion which is arranged radially outside of the tabs and which includes a friction surface that rests permanently against a mating friction surface on the clutch body.

Abstract: A claw-type gearshift includes a sliding sleeve and a clutch body of a speed change gear, in which the sliding sleeve can engage. A blocking ring having an external toothing is arranged axially between the hub body and the clutch body and is fixed to the hub body such that it is rotatable in relation to the sliding sleeve by a certain degree in the circumferential direction between a release position and two locking positions. The blocking ring has a plurality of axially resilient tabs which are directed radially inward and which bear against the hub body and limit the movement of the blocking ring relative to the hub body in the circumferential direction, and a ring portion which is arranged radially outside of the tabs and which includes a friction surface that rests permanently against a mating friction surface on the clutch body.

Abstract: In a claw-type gearshift, a blocking ring is arranged axially between a hub body having a sliding sleeve and a clutch body such that it is rotatable between a release position and two locking positions. The blocking ring is adapted to be displaced toward the clutch body until friction surfaces on the blocking ring and on the clutch body come into contact. The blocking ring constitutes a form-locking blockade for the sliding sleeve against displacement of the sliding sleeve teeth between the clutch body teeth when an axial shifting force is applied in the non-synchronized state. When the claw clutch is shifted, a difference in speed between the clutch body and the hub body is reduced and the sliding sleeve is deflected in the axial direction toward the speed change gear to be shifted, causing a friction surface of the blocking ring and a mating friction surface of the clutch body to come into contact.

Abstract: A claw-type gearshift has a sliding sleeve which is adapted to be axially displaced on a hub body and a clutch body of a speed change gear. The hub body has at least one thrust piece arranged thereon which includes a friction surface that cooperates with a mating friction surface on the clutch body, the at least one thrust piece being displaceable in the circumferential direction between a release position and two locking positions that are located on either side of the release position. A first locking structure on the at least one thrust piece cooperates with a second locking structure on the internal toothing of the sliding sleeve. The locking structures are configured such that in each of the locking positions, the locking structures rest against each other such that a further axial movement of the sliding sleeve is blocked. For shifting a gear, a difference in speed between the clutch body and the hub body is reduced.

Abstract: A coupling device for coupling two components in a torque-conducting manner is described. It comprises a first coupling component having a first external toothing and a second coupling component having a second external toothing. In addition, the coupling device has a sliding sleeve having an internal toothing which is permanently engaged with the first external toothing and can be selectively brought into engagement with the second external toothing. Furthermore, a locking unit is provided which can selectively assume a locking state in which the sliding sleeve is held in a form-fitting manner in a rotationally coupled state. In addition, the locking unit can selectively assume an unlocking state. A method of operating a coupling device is also presented.

Abstract: Electrically driven vehicle including a drivetrain with an electric motor which forms the drive of the vehicle, and a frictionally engaging clutch. The clutch is a normally closed clutch with conical friction elements, which rest against each other in pairs in a closed position and transmit torque.

Abstract: A shifting device for a motor vehicle is described, comprising a first coupling component which is adapted to be selectively rotationally coupled to a second coupling component with a form-fit. In an open state, the first coupling component is rotationally decoupled from the second coupling component. In a frictional fit state, the coupling components are rotationally coupled with a frictional fit via a first frictional fit ring and a second frictional fit ring. In a form-fit state, an actuating ring is rotationally coupled to the first coupling component and the second coupling component with a form-fit such that the latter are connected with a form-fit. A motor vehicle transmission, in particular a fully automatic stepped transmission having such a shifting device is additionally presented.

Abstract: A synchronizer unit for a manual transmission, in particular of a motor vehicle, has a hub which is adapted to be connected to a gear shaft for joint rotation therewith and includes a circumferentially continuous external toothing, a sliding sleeve which is received on the external toothing of the hub for displacement in the axial direction, but so as to be coupled in the circumferential direction to prevent relative rotation, at least one synchronizer ring which includes a preferably cone-shaped friction surface for friction coupling of the synchronizer ring to a speed change gear of the manual transmission and is adapted to be actuated by the sliding sleeve, and a spring ring which is arranged at an axial side of the external toothing of the hub and is configured to lock the sliding sleeve in a neutral position. The spring ring rests against a face side of the sliding sleeve and being operatively arranged between the sliding sleeve and the synchronizer ring.

Abstract: The invention relates to a gear shift device for a motor vehicle transmission, comprising a first and a second gearbox component which are rotatable relative to each other around a gearbox axis, a friction ring which is connected to the first gearbox component comprising a conical frictional surface, a plurality of first disks and a plurality of second disks. The first and second disks form a multi-disk clutch, the first disks being coupled to a synchronization element in a rotationally fixed manner, and the synchronization element comprising, axially adjoining the conical frictional surface of the friction ring, a conical mating surface for speed synchronization between the first gearbox component and the first disks. Further, the first disks are designed as a synchronization disk where the synchronization element is integrally formed thereon and/or one of the first disks is designed as a disk support coupling all first disks in the circumferential direction in a form-locking manner.

Abstract: A drivetrain of an electrically driven vehicle has a frictionally engaging normally closed clutch with conical friction elements, which rest against each other in pairs in a closed position and transmit torque. In addition, an electrically driven vehicle with such a drivetrain is provided.

Abstract: A shifting device for a motor vehicle transmission has a first coupling component, a second coupling component rotatable about a transmission axis (A), an inner friction ring which has a conical surface on a radially outer face, an outer friction ring which has a conical surface on a radially inner face, and an intermediate friction ring having a C-shaped ring cross section, including a friction cone connected to the second coupling component for joint rotation with and for axial displacement with respect to the second coupling component, while the inner friction ring and the outer friction ring are connected to the first coupling component for joint rotation with and for axial displacement with respect to the first coupling component. The friction cone extends between the conical surfaces of the inner friction ring and outer friction ring.

Abstract: A sintered friction material comprises a metallic matrix and granular constituents embedded in the matrix. The metallic matrix comprises a copper base alloy. The friction material is characterized in that the granular constituents comprise at least one sintered cemented carbide in a proportion of up to 9 weight percent, based on the total weight of the friction material. Furthermore, a friction body, in particular for clutches and brakes, that comprises a friction lining with at least one layer made of the sintered friction material, and a method for the production of a friction lining with the sintered friction material are described.