Abstract: An automated multi-group transmission of a motor vehicle comprises at least two gearing groups successively disposed in a power flow of a drive train, a clutch assembly having at least one start-up clutch, by which a connection can be established between a drive shaft of a drive motor and a transmission input shaft associated with a first gearing group, a shifting device, by which a connection can be established between the transmission input shaft and a transmission main shaft associated with a second gearing group, whereby the transmission main shaft is designed as a transmission output shaft or is at least functionally connected to a transmission output shaft, and a structure by which the tractive force gear shifting can be carried out.

Abstract: A device for a vehicle drive train for generating and transmitting drive torque to components of the drive train. The device comprises a shaft which is connected to the components of the drive train, at least first and second bearings which support the shaft and an electric motor for generating the transmitted drive torque. The electric motor comprises a stator and a rotor which is fixed to the shaft. The rotor is supported by one or more bearing surfaces. The device also comprises elements disposed on the shaft via which drive torque can be transmitted to the components of the drive train while introducing transverse force into the shaft. The rotor of the drive motor is positioned on the shaft such that the bearing surface is located in the region of maximum deflection caused by the transverse force in the shaft.

Abstract: An arrangement for reducing rattling in a transmission of counter shaft design having first countershafts (3, 4) and a load-equalizing main shaft (7) in which each transmission ratio step comprises a loose wheel (6), arranged on the main shaft (7), and a respective fixed wheel (5) arranged on each of the first and second countershafts (3, 4) which are in active engagement with one another. Activation of the transmission ratios occurs by actuating a shift element (8) such that the respective loose wheel can be connected, in a rotationally fixed manner, to the main shaft (7). In this arrangement the oil pump (13) of the transmission is mounted on the main shaft (7).

Abstract: A motor vehicle transmission having at least two transmission groups and a method for operation of the transmission in which a mechanism is provided for maintaining traction force during gearshifts. A first friction clutch is an intermediate-gear clutch connected to a driveshaft of the motor and to a main transmission shaft which is connected with a transmission output shaft, the second friction clutch is a change-under-load clutch connected to the driveshaft and to a loose wheel of a second gear constant of a splitter group, and the third friction clutch is a change-under-load clutch connected with the driveshaft and with a loose wheel of a first gear constant of the splitter group. A direct connection can be formed in the transmission between the driveshaft and the main transmission shaft by way of the intermediate-gear clutch and the gear constants of the splitter group can be shifted, under load, by the change-under-load clutches.

Abstract: A multi-group transmission of a vehicle is arranged in a drivetrain and includes traction force support during gearshift operations. A clutch mechanism, including a frictional clutch and two shifting clutches is arranged between a drive motor with a driveshaft and a transmission input shaft, such that the driveshaft can be connected to the transmission input shaft by one shifting clutch in a first shift position in combination with the frictional clutch or in a second shift position with bridging of the frictional clutch, such that the driveshaft can be directly connected to a main transmission shaft by the other shifting clutch in a shift position in active combination with the frictional clutch. In a method for operating the transmission, the frictional clutch is controlled and operated in combination with the first shifting clutch as a starting clutch and with the second shifting clutch as an intermediate-gear clutch.

Abstract: The invention relates to an automated multi-group transmission of a motor vehicle and a method for its operation, with at least two gearing groups successively disposed in the power flow of the drive train, with a clutch assembly having at least one start-up clutch, by means of which a connection can be established between a drive shaft of a drive motor and a transmission input shaft associated with a first gearing group, with a shifting device, by means of which a connection can be established between the transmission input shaft and a transmission main shaft associated with a second gearing group, whereby the transmission main shaft is designed as a transmission output shaft or is at least functionally connected to a transmission output shaft, and with a means by which the tractive force gear shifting can be carried out.

Abstract: A drive train for a motor vehicle which comprises of at least a rotatable drive shaft (3) and an electric motor (10) which has an enclosure mounted stator (11) and a rotatable rotor (12) which is coupled with the drive shaft (3). The rotor (12) is designed as at least a two part rotor in which the first rotor part (12A) is directly coupled with the drive shaft (3) and the second rotor part (12B) can be directly driven by the stator (11) and the first rotor part (12A) is tiltable coupled with the second rotor part (12B) for a torque transfer. The second rotor part (12B) is supported, for rotation, by an enclosure mounted rotor bearing (13) which is aligned with reference to the stator (11).

Abstract: An electric machine (2) having a stator support (5) for a hybrid drive train of a vehicle, in particular a utility vehicle, with a transmission housing (3), for accommodating the transmission, and a hybrid housing (4), for accommodating the electric machine (2), such that the stator support (5) is formed integrally with an attachment for fastening to the hybrid housing (4) and the transmission housing (3).

Abstract: A multi-group transmission of a vehicle having a motor connected to an input shaft of the transmission, via a starting element, and the transmission comprises a splitter group, a main group and a main transmission shaft, on the drive output side. A powershift unit can couple the input shaft to the main transmission shaft for engaging an intermediate gear during a gearshift. The powershift unit and a shifting device for engaging gear constants of the splitter group are an integrated unit. During operating the transmission, with the starting element at least partly engaged during intermediate gear engagement, the powershift unit operates in a slipping mode and supports torque of the motor at the main transmission shaft while rotation of the motor is synchronized with a target gear. After which, an original gear is disengaged while free from load, the target gear is engaged when synchronized, and the intermediate gear is again disengaged.

Abstract: A device for a vehicle drive train for generating and transmitting drive torque to components of the drive train. The device comprises a shaft which is connected to the components of the drive train, at least first and second bearings which support the shaft and an electric motor for generating the transmitted drive torque. The electric motor comprises a stator and a rotor which is fixed to the shaft. The rotor is supported by one or more bearing surfaces. The device also comprises elements disposed on the shaft via which drive torque can be transmitted to the components of the drive train while introducing transverse force into the shaft. The rotor of the drive motor is positioned on the shaft such that the bearing surface is located in the region of maximum deflection caused by the transverse force in the shaft.

Abstract: A drivetrain arrangement (1) for a vehicle with an internal combustion engine (2) which is coupled by at least one clutch (3) to an automatic transmission (4) such that at least one direct gear ratio can be produced at the driven axle of the vehicle. At least one further power source is provided for applying an additional drive torque, as a power reserve, the driven axle of the vehicle.

Abstract: A transmission of a vehicle and a method for its operation. The transmission has a range group arranged downstream from a main group. The main group output couples a sun gear and a transmission output to a planetary gear carrier of the range group, with a starting element and a change-under-load device, which is integrated in the range group for engaging a traction-force-supporting direct intermediate gear during a gearshift, to connect the transmission input and output shafts. An input component of the change-under-load device is connected to the transmission input shaft and an output component of the change-under-load device is connected to the planetary gear carrier. To increase the efficiency of drive during gearshifts at least one change-under-load device is provided for engaging at least one gear of the main group and/or at least one constant positioned upstream from the main group, which enables shifting under at least partial load.

Abstract: An arrangement for reducing rattling in a transmission of counter shaft design having first countershafts (3, 4) and a load-equalizing main shaft (7) in which each transmission ratio step comprises a loose wheel (6), arranged on the main shaft (7), and a respective fixed wheel (5) arranged on each of the first and second countershafts (3, 4) which are in active engagement with one another. Activation of the transmission ratios occurs by actuating a shift element (8) such that the respective loose wheel can be connected, in a rotationally fixed manner, to the main shaft (7). In this arrangement the oil pump (13) of the transmission is mounted on the main shaft (7).

Abstract: A multi-group transmission of a vehicle is arranged in a drivetrain and includes traction force support during gearshift operations. A clutch mechanism, including a frictional clutch and two shifting clutches is arranged between a drive motor with a driveshaft and a transmission input shaft, such that the driveshaft can be connected to the transmission input shaft by one shifting clutch in a first shift position in combination with the frictional clutch or in a second shift position with bridging of the frictional clutch, such that the driveshaft can be directly connected to a main transmission shaft by the other shifting clutch in a shift position in active combination with the frictional clutch. In a method for operating the transmission, the frictional clutch is controlled and operated in combination with the first shifting clutch as a starting clutch and with the second shifting clutch as an intermediate-gear clutch.

Abstract: The invention concerns a multi-group transmission of a motor vehicle with at least two transmission groups (2, 3) and a method for its operation in which means are provided for supporting the traction force during gearshift operations.

Abstract: A motor vehicle transmission and method of its operation. The transmission has at least two transmission groups including a way of maintaining traction force during gearshifting operations. Two change-under-load clutches and an intermediate-gear clutch enable traction-force-maintaining gearshifts to be carried out on a splitter group. The first change-under-load clutch has an input connected to a drive motor and an output side to a loose wheel of a first gear constant, the second change-under-load clutch has an input connected to the motor and an output to a loose wheel of the second gear constant. The intermediate-gear clutch has an input connected to the loose wheel of the second gear constant and an output to a shaft of the main group, such that a direct gear can be engaged as an intermediate gear, and the gear constants can be shifted under load by the first and second change-under-load clutches.

Abstract: A multi-group transmission of a motor vehicle which includes at least two transmission groups arranged in a drivetrain and a way for supporting traction force during gearshifts such that traction-force gearshifts are maintained with improved shifting comfort at comparatively low cost, little design effort and compact installation space demands. At least one electromagnetic clutch is a change-under-load unit by which, bypassing the force flow of at least one main group made as a gear-change transmission, an active connection can be formed between a driveshaft and a main transmission shaft or a transmission output shaft. During a gearshift operation, an active connection is temporarily made between a driveshaft and a main transmission shaft or a transmission output shaft by way of at least one electromagnetic clutch designed as a change-under-load unit.

Abstract: A multi-group transmission of a motor vehicle and a method of operating the transmission. The transmission has at least two transmission groups in the drive train and a mechanism for engaging an intermediate gear to reduce drive force interruptions during gearshifts. To obtain comfortable, shift operations that are free from drive force interruptions by way of an intermediate gear, a starting element and a shift-under-load element are arranged between a drive shaft, that is actively connected to a motor, and a transmission input, such that by way of the shift-under-load element, an active connection is formed between the driveshaft and a transmission output shaft, via at least one auxiliary shaft made as an intermediate gear shaft, with a drive input gearset and at least one drive output gearset bypassing at least a main group and independent of the engagement or disengagement of the starting element.

Abstract: The invention relates to a multi-group transmission of a motor vehicle with at least two transmission groups (2, 3) arranged in a drive train, in which the means for switching an intermediate gear are provided, in order to diminish or avoid interruptions in tractive force during gear changes. A planetary transmission (41) is arranged between a first transmission group (2) and a second transmission group (3), in order to enable gear changes without interruptions in tractive force with a variably selectable intermediate gear, as well as efficient operation that involves as little wear as possible, whereby a transmission input shaft (17) can be brought into a functional connection with a transmission main shaft (30) via the planetary transmission (41).