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 transmitter for producing a rotationally fixed connection between a transmission shaft and a transmission gear rotatably mounted on the transmission shaft comprises a transmitter disk and a clutch toothing associated with the transmitter disk. The transmitter disk is provided with a transmitter toothing on its outside.

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: A switching device for a motor vehicle transmission includes a coupling component, several transmission shafts which each are rotatable about a transmission axis, a frictional contact ring including a friction cone and being substantially non-rotatably and axially shiftably connected with a transmission shaft, a form-fit ring including a cone surface and being substantially non-rotatably and axially shiftably connected with the coupling component, as well as an actuating body including a cone surface and being substantially non-rotatably and axially shiftably connected with the coupling component. The friction cone of the frictional contact ring extends between the cone surface of the form-fit ring and the cone surface of the actuating body.

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 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.

Abstract: The invention relates to a shifting device for a motor vehicle transmission, comprising 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 which comprises a friction cone and is connected to the second coupling component for joint rotation with and for axial displacement with respect to the second coupling component, whilst 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.

Abstract: A shifting device for a motor vehicle transmission includes several transmission shafts which each are rotatable about a transmission axis, a synchronizer ring which is firmly connected with a transmission shaft, a first disk carrier, a plurality of first disks which are non-rotatably and axially shiftably connected with the first disk carrier, a second disk carrier which is axially shiftable relative to the first disk carrier and in circumferential direction can be coupled with the synchronizer ring both frictionally and positively, a plurality of second disks which are non-rotatably and axially shiftably connected with the second disk carrier and form a multidisk clutch with the first disks, and an actuating body for axially pressurizing the second disk carrier, wherein the actuating body and the second disk carrier are rotatable relative to each other in circumferential direction and substantially are firmly connected with each other in axial direction.

Abstract: This invention relates to a shifting device for a motor vehicle transmission, in particular a fully automatic stepped transmission, comprising several transmission shafts which each are rotatable about a transmission axis, a synchronizer ring which is firmly connected with a transmission shaft, a first disk carrier, a plurality of first disks which are non-rotatably and axially shiftably connected with the first disk carrier, a second disk carrier which is axially shiftable relative to the first disk carrier and in circumferential direction can be coupled with the synchronizer ring both frictionally and positively, a plurality of second disks which are non-rotatably and axially shiftably connected with the second disk carrier and form a multidisk clutch with the first disks, and an actuating body for axially pressurizing the second disk carrier, wherein the actuating body and the second disk carrier are rotatable relative to each other in circumferential direction and substantially are firmly connected with e

Abstract: A transmitter for producing a rotationally fixed connection between a transmission shaft and a transmission gear rotatably mounted on the transmission shaft comprises a transmitter disk and a clutch toothing associated with the transmitter disk. The transmitter disk is provided with a transmitter toothing on its outside.

Abstract: A switching device for a motor vehicle transmission includes a coupling component, several transmission shafts which each are rotatable about a transmission axis, a frictional contact ring including a friction cone and being substantially non-rotatably and axially shiftably connected with a transmission shaft, a form-fit ring including a cone surface and being substantially non-rotatably and axially shiftably connected with the coupling component, as well as an actuating body including a cone surface and being substantially non-rotatably and axially shiftably connected with the coupling component. The friction cone of the frictional contact ring extends between the cone surface of the form-fit ring and the cone surface of the actuating body.

Abstract: The invention relates to a transmitter (18) for a synchronizing assembly of a manual transmission, having a thrust piece (42), a spring (44; 84) that cooperates with the thrust piece (42), and at least one synchronizer ring (30), the thrust piece (42) being acted upon by the spring (44) such that the transmitter (18) can transmit a pre-synchronizing force to the synchronizer ring (30) in the axial direction.

Abstract: An assembly unit for synchronizing a manual gearbox, includes first and second synchronizing rings connected to each other, wherein the two synchronizing rings are connected to each other by a positive-locking connection.

Abstract: A synchronizer hub comprises a one-piece, disk-shaped base body having a longitudinal extent, an external toothing on an outer periphery of the base body, and an internal toothing on an inner periphery of the base body. The external toothing is divided into a plurality of tooth segments which, as viewed in the longitudinal extent, alternately extend from the base body in opposite directions.

Abstract: The invention relates to a transmitter (18) for a synchronizing assembly of a manual transmission, having a thrust piece (42), a spring (44; 84) that cooperates with the thrust piece (42), and at least one synchronizer ring (30), the thrust piece (42) being acted upon by the spring (44) such that the transmitter (18) can transmit a pre-synchronizing force to the synchronizer ring (30) in the axial direction.

Abstract: The invention relates to an assembly unit for synchronizing a manual gearbox, comprising first and second synchronizing rings (30) connected to each other, which is characterized in that the two synchronizing rings are connected to each other by means of a positive-locking connection (40, 42; 40, 48; 50).

Abstract: A synchronizer hub comprises a one-piece, disk-shaped base body having a longitudinal extent, an external toothing on an outer periphery of the base body, and an internal toothing on an inner periphery of the base body. The external toothing is divided into a plurality of tooth segments which, as viewed in the longitudinal extent, alternately extend from the base body in opposite directions.

Abstract: A synchronizing device for shiftable transmissions, comprising a synchronizer which is non-rotatably supported on a gear shaft and which comprises at least one recess for at least one thrust member. A sliding sleeve is arranged on the synchronizer and displaceable in the longitudinal direction of the gear shaft. A sliding wheel is provided for each shiftable gear, which is arranged on the gear shaft and non-rotatably connected to a coupling body. A friction element comprises at least one outer ring for each sliding wheel. An indexing element is arranged on the outer ring for defining the stop position thereof relative to the synchronizer, wherein the indexing element comprises at least one separate stop member arranged above the recess of the thrust member between the synchronizer and the outer ring.

Abstract: A synchronizing device (1) for shiftable transmissions, comprising a synchronizer (2) which is non-rotatably supported on a gear shaft and which comprises at least one recess (6) for at least one thrust member (7); a sliding sleeve (3) which is arranged on the synchronizer (2) and displaceable in the longitudinal direction of the gear shaft; a sliding wheel (4) for each shiftable gear, which is arranged on the gear shaft and non-rotatably connected to a coupling body (5); a friction means (8) which comprises at least one outer ring (9) and (10), respectively, for each sliding wheel (4); and an indexing means which is arranged on the outer ring (9), (10) for defining the stop position thereof relative to the synchronizer (2), wherein the indexing means comprises at least one separate stop member (11) arranged above the recess (6) of the thrust member (7) between the synchronizer (2) and the outer ring (9) and (10), respectively.