Abstract: A spur gear for transmitting a drive torque in a toothing of a motor vehicle transmission is provided, having a helically toothed first gear body for forming first teeth, a second gear body, which is helically toothed oppositely to the first gear body so as to form a herringbone toothing, for forming second teeth, wherein, on axial sides which face toward one another of the first gear body and of the second gear body, the first teeth and the second teeth point toward one another, so as to at least partially overlap one another, in each case pairwise, wherein, on that axial side of the first gear body which points toward the second gear body, a first tooth flank of the first tooth points in an axial direction toward a second tooth flank of a second tooth which follows the opposite second tooth in a circumferential direction.

Abstract: A spur gear for transmitting a drive torque in a toothing of a motor vehicle transmission is provided, having a helically toothed first gear body for forming first teeth, a second gear body, which is helically toothed oppositely to the first gear body so as to form a herringbone toothing, for forming second teeth, wherein, on axial sides which face toward one another of the first gear body and of the second gear body, the first teeth and the second teeth point toward one another, so as to at least partially overlap one another, in each case pairwise, wherein, on that axial side of the first gear body which points toward the second gear body, a first tooth flank of the first tooth points in an axial direction toward a second tooth flank of a second tooth which follows the opposite second tooth in a circumferential direction.

Abstract: Customers often have access to multiple payment methods for any given transaction. In one embodiment of the invention, a merchant obtains information regarding multiple payment methods from a customer, and sends said information to a transaction evaluator. Via computer networks, the transaction evaluator sends information about the transaction to the issuers of one or more of the payment methods. The issuers perform a cost/benefit analysis of the transactions and respond with a description of the terms under which they are willing to process the transaction. Based on the issuer response, the transaction evaluator selects one of the payment methods. By enabling participating issuers to select favorable transactions and avoid unprofitable ones, the invention can thus improve issuer profitability by directing profitable transactions to participating issuers while directing unprofitable transactions away from participating issuers or to alternate transaction methods that are more profitable or less costly.

Abstract: A differential for the axle drive of a motor vehicle, having a differential case which carries a driving wheel, is disposed in a transmission case and in which an axle bolt is disposed which carries differential gears, the differential gears meshing which axle shaft gears arranged on axle drive shafts. These gears are constructed as bevel gears. It is suggested that a first joint flange carrying a first axle shaft gear is connected by way of a connecting rod with a second joint flange carrying a second axle shaft gear, the connecting rod being guided through an opening arranged in the axle bolt. By way of the connecting rod, the two joint flanges are connected with one another in the radial direction, so that their bearing is improved.

Abstract: The invention relates to a differential for the axle drive of a motor vehicle, having a differential case (4) which carries a driving wheel (2), is disposed in a transmission case and in which an axle bolt (10) is disposed which carries differential gears (12, 14), the differential gears (12, 14) meshing which axle shaft gears (16, 18) arranged on axle drive shafts and these gears being constructed as bevel gears. It is suggested that a first joint flange (20) carrying a first axle shaft gear (16) is connected by way of a connecting rod (24) with a second joint flange (22) carrying a second axle shaft gear (18), the connecting rod (24) being guided through an opening (26) arranged in the axle bolt (10). By means of the connecting rod (24), the two joint flanges (20, 22) are connected with one another in the radial direction, so that their bearing is improved.

Abstract: A differential for the axle drive of a motor vehicle has a cage in the interior of which the axle shaft gears are guided and on which they are supported. For absorbing the forces acting in the direction of the axle drive shafts, the cage is made of a tube section and has at least two diametrical bores for the receiving and leadthrough of the axle drive shafts. As a result, the differential can be manufactured with a reduced weight and lower cost while having a high stiffness.

Abstract: A differential for the axle drive of a motor vehicle has a differential case which is made of thin-walled metal sheets and which is freed of forces caused by the bevelled gearing of the differential bevel gears and axle shaft gears. The axle shaft gears are disposed in a separate cage which absorbs the forces acting in the direction of the axle drive shafts, and the forces acting in the direction of the axle bolt are supported, for example, directly in the ring gear. As a result, the differential can be manufactured with a high stiffness while its weight and costs are reduced.

Abstract: A shifting arrangement of an overdrive position of a fourth gear is connected behind a shifting arrangement of a Simpson gear set of a first gear and/or a second gear. The connection transforms a conventional four-speed automatic transmission into a five-speed automatic transmission or a six-speed automatic transmission.

Abstract: In the drive line of a motor vehicle, a planetary transmission is arranged as four-wheel locking system, a braking device acting upon the planet carrier of this planetary transmission. The planetary transmission includes an input sun gear, an output sun gear disposed coaxially next to it, and planet wheels mating simultaneously with both sun gears. In order to keep friction losses low and avoid a self-locking in the planetary transmission, the real pitch module of all gear wheels is as small as possible and proportional to the driving torque to be transmitted, and the operational pressure angle is as large as possible.