Abstract: A control unit is provided for a hybrid drive that includes an internal combustion engine and an electric machine. The control unit is configured to cause one or more drag torque reduction measures of the internal combustion engine to be terminated in preparation for firing the internal combustion engine. In addition, the control unit is configured to cause the electric machine to at least partly compensate for an increase in the drag torque of the internal combustion engine caused by the termination of the one or more drag torque reduction measures.

Abstract: A hybrid gearbox has a shift gearbox including at least one fixed ratio gear having a gear ratio both for the internal combustion engine and the electric motor-generator with respect to a power train connection, and speed superposition gearbox which is designed to provide a power-split gear having a variable speed ratio and a fixed torque ratio with respect to the internal combustion engine connection and the power train connection, wherein the variable speed ratio is formed by a modulation of a speed provided by the internal combustion engine on a speed provided by the electric motor-generator. The hybrid gearbox has at least one operating mode in which gear changes are only carried out between the fixed-ratio gear and the power-split gear.

Abstract: A motor vehicle has at least two drive motors, at least one of which is an electric motor, a high-voltage accumulator, and an automatic transmission which has at least one fixed gear ratio and at least one power-split gear ratio for transmission ratio adjustment starting from the at least one fixed gear ratio. The motor vehicle includes an electronic control unit having a speed control module which can be activated during a change of transmission ratio. The speed control module is designed in such a way that a setpoint speed is calculated in advance, by which setpoint speed both the speed gradient and also the speed curvature can be limited, the target speed of the at least one drive motor being continuously compared with a maximum allowed speed gradient and with a maximum allowed speed curvature.

Abstract: A controller and a method for a hybrid drive, which includes an internal combustion engine and an electrical machine are provided. The internal combustion engine includes adjustment devices that deactivate the intake and exhaust valve opening actuation. The controller is designed in such a way that, in the case of at least one specified condition (such as regeneration during unfired overrun or in the case of electric travel, in particular in the case of operation with high activation frequency of the internal combustion engine, e.g., in charge sustaining or HEV operation), the intake and exhaust valves are kept at least approximately (preferably completely) closed at least approximately simultaneously while the internal combustion engine is unfired. The internal combustion engine must be connected to the electrical machine. If there is a disconnect clutch, the disconnect clutch is brought into the closed state or remains closed.

Abstract: An actuator assembly for a positively locking, switchable clutch or a brake includes a shaft that can be rotated with respect to a rotational axis and an actuator slide for actuating the freewheel. The actuator slide is rotationally connected to the shaft and can be moved relative to the shaft in the axial direction between a first position and a second position and an actuator, which is stationary at least in part, that moves the actuator slide between the first position and the second position. The actuator includes a stationary coil, which, in the energized state, generates a magnetic field, in which the actuator slide can be moved out of the first position into the second position or vice versa. The coil is not energized in the first and in the second position. The actuator fixes the actuator slide in the first position and the second position.

Abstract: A hybrid drive assembly includes an internal combustion engine as a first drive machine having a first drive shaft, an electromechanical energy converter as a second drive machine having a second drive shaft, a switchable traction transmission device with a first transmission input shaft selectively connected to the first drive shaft, and a second transmission input shaft connected to the second drive shaft. The traction transmission device has an input planetary gear set having at least three transmission shafts, an input sun gear shaft, an input ring gear shaft, and an input planet carrier shaft. One of which is the first transmission input shaft, with a first torsional vibration reducing device arranged between it and the first drive shaft. Another of which is the second transmission input shaft, with a second torsional vibration reducing device arranged between it and the second drive shaft.

Abstract: A motor vehicle has at least two drive motors, at least one drive motor being an electric machine; a high-voltage accumulator; and an automatic gearbox, having at least one fixed transmission ratio and at least one power-split transmission ratio for transmission regulation starting from the at least one fixed transmission ratio. The motor vehicle further includes an electronic control unit, which is designed such that, when a gear change command is present, the shifting element to be opened of the fixed transmission ratio to be disengaged is unloaded in a torque-controlled manner by at least two of the drive motors. For the shifting element to be opened, the torque load is calculated and observed. The torque load is observed with the objective of bringing about a load change by way of a zero crossing in order to produce a no-load state at the shifting element.

Abstract: A motor vehicle includes at least two drive motors, an automatic gearbox, and an electronic control unit, which, during a gear ratio adjustment between an engagement and a loading of a shift element, causes the shift element to be loaded with a predefined torque gradient at a first point in time at which at least one tooth-to-tooth position exists, up to a second point in time, cause the predefined torque to be limited to a maximum permissible torque during a predefined waiting period from the second point in time up to a third point in time, and cause the shift element to be further loaded with the previously predefined torque gradient after the waiting period or when the engaged state is detected.

Abstract: A hybrid drive assembly includes an internal combustion engine as a first drive machine having a first drive shaft, an electromechanical energy converter as a second drive machine having a second drive shaft, a switchable traction transmission device with a first transmission input shaft selectively connected to the first drive shaft, and a second transmission input shaft connected to the second drive shaft. The traction transmission device has an input planetary gear set having at least three transmission shafts, an input sun gear shaft, an input ring gear shaft, and an input planet carrier shaft. One of which is the first transmission input shaft, with a first torsional vibration reducing device arranged between it and the first drive shaft. Another of which is the second transmission input shaft, with a second torsional vibration reducing device arranged between it and the second drive shaft.

Abstract: A motor vehicle includes at least two drive motors, an automatic gearbox, and an electronic control unit, which, during a gear ratio adjustment between an engagement and a loading of a shift element, causes the shift element to be loaded with a predefined torque gradient at a first point in time at which at least one tooth-to-tooth position exists, up to a second point in time, cause the predefined torque to be limited to a maximum permissible torque during a predefined waiting period from the second point in time up to a third point in time, and cause the shift element to be further loaded with the previously predefined torque gradient after the waiting period or when the engaged state is detected.

Abstract: A motor vehicle has at least two drive motors, at least one of which is an electric motor, a high-voltage accumulator, and an automatic transmission which has at least one fixed gear ratio and at least one power-split gear ratio for transmission ratio adjustment starting from the at least one fixed gear ratio. The motor vehicle includes an electronic control unit having a speed control module which can be activated during a change of transmission ratio. The speed control module is designed in such a way that a setpoint speed is calculated in advance, by which setpoint speed both the speed gradient and also the speed curvature can be limited, the target speed of the at least one drive motor being continuously compared with a maximum allowed speed gradient and with a maximum allowed speed curvature.

Abstract: A motor vehicle has at least two drive motors, at least one drive motor being an electric machine; a high-voltage accumulator; and an automatic gearbox, having at least one fixed transmission ratio and at least one power-split transmission ratio for transmission regulation starting from the at least one fixed transmission ratio. The motor vehicle further includes an electronic control unit, which is designed such that, when a gear change command is present, the shifting element to be opened of the fixed transmission ratio to be disengaged is unloaded in a torque-controlled manner by at least two of the drive motors. For the shifting element to be opened, the torque load is calculated and observed. The torque load is observed with the objective of bringing about a load change by way of a zero crossing in order to produce a no-load state at the shifting element.

Abstract: A clutch device includes at least one first blocking element, at least one second blocking element at least one first actuation element, and at least one second actuation element. The second blocking element in a second release position is arranged completely outside of a recess and in the second blocking position engaging in the second recess by passing through the second through-opening in order thereby to fix together rotationally the components in a second rotational direction opposite to the first rotational direction.

Abstract: A freewheel for a motor vehicle drive train includes a locking pawl carrier which is rotatable with respect to a rotational axis, first and second locking pawls fastened pivotably in a locking pawl receptacle where the locking pawl receptacle is fixedly coupled to the locking pawl carrier. A shaft is rotatable about the rotational axis and has first and second coupling depressions in which the first and second locking pawls are respectively engageable. A switching ring is coupled fixedly to the locking pawl carrier so as to rotate with the locking pawl carrier and the switching ring is movable along the rotational axis by an actuator. A position of the switching ring is detectable by a sensor. A movement of the switching ring in one direction loads the first and second locking pawls in opposite pivoting directions and fixes a position of the first and second locking pawls.

Abstract: A hybrid drive includes a control unit, an internal combustion engine, an electrical machine and a dual clutch transmission having an output shaft. The dual clutch transmission includes a first sub-transmission and a second sub-transmission, each couplable to the output shaft. A drive shaft of the internal combustion engine is couplable to a first input shaft of the first sub-transmission via a first clutch and to a second input shaft of the second sub-transmission via a second clutch. The control unit is configured to permit the second clutch to be closed even when the hybrid drive is being operated purely electrically so that the driveshaft of the internal combustion engine is driven by the electrical machine. A control unit and a method for operation of a hybrid drive are also provided.

Abstract: A hybrid gearbox has a shift gearbox including at least one fixed ratio gear having a gear ratio both for the internal combustion engine and the electric motor-generator with respect to a power train connection, and speed superposition gearbox which is designed to provide a power-split gear having a variable speed ratio and a fixed torque ratio with respect to the internal combustion engine connection and the power train connection, wherein the variable speed ratio is formed by a modulation of a speed provided by the internal combustion engine on a speed provided by the electric motor-generator. The hybrid gearbox has at least one operating mode in which gear changes are only carried out between the fixed-ratio gear and the power-split gear.

Abstract: A motor vehicle transmission for a hybrid drive train of a motor vehicle includes a first transmission input shaft for receiving drive power of a first drive machine and a second transmission input shaft for receiving drive power from a second drive machine. A first planetary transmission gear set includes a first sun pinion, a first internal gear, and a first planetary gear carrier. A second planetary transmission gear set includes a second sun pinion, a second internal gear, and a second planetary gear carrier. The first internal gear is selectively connectable fixedly to a transmission housing so as to rotate with the transmission housing by a first braking device and the second internal gear is selectively connectable fixedly to a transmission output shaft so as to rotate with the transmission output shaft by a first clutch device.

Abstract: A valve device for an automatic transmission for a vehicle, preferably for a motor or utility vehicle, is provided. According to the invention, the valve device is designed such that the valve device can achieve the establishment and separation of a fluid connection between an operating pressure side and an actuator pressure side, each in a state operated without pressure. Further, an automatic transmission having such a valve device and a corresponding method for controlling such a valve device are provided.

Abstract: A clutch assembly for the drive train of a motor vehicle includes a ratchet pawl carrier, which can be coupled to a first coupling element in a rotationally fixed manner, and a ratchet pawl counter element, which can be coupled to a second coupling element in a rotationally fixed manner. In a coupled state, ratchet pawls fastened to the ratchet pawl carrier engage in respective associated coupling recesses provided on the ratchet pawl counter-element. In a decoupled state, the ratchet pawls are positioned outside the coupling recesses. Each of the locking pawls is thereby loaded into a first locking pawl position by means of a respective associated spring, and can be loaded into a second locking pawl position by means of an associated actuating tappet.

Abstract: A clutch assembly for a motor vehicle drivetrain for coupling coupling elements for conjoint rotation includes a clutch unit, a brake unit and at least one permanent magnet between the clutch unit and the brake unit. The clutch unit is shiftable into a coupling state in which the coupling elements are coupled to one another by shifting the clutch unit from a first position in which the coupling elements are decoupled into a second position in which the coupling elements are coupled. First and second electrically energizable coils are electrically energizable to move the permanent magnet from the first position into the second position or vice versa. A holding plate is located adjacent to the at least one permanent magnet to suppress magnetic flux from the at least one permanent magnet to the brake unit. A motor vehicle drivetrain containing at least one clutch assembly is also provided.