Abstract: A method for measuring the useful load of a telehandler including calculation of the useful load from the change of the axle load on the front axle or the rear axle compared with the vehicle in an unloaded condition, the distance of the useful load from the front axle or the rear axle having a defined value or the load-holding device of the telehandler being in a defined position.

Abstract: A modular brake assembly for a drive axle is proposed, comprising a multi-disk brake with a service brake element and a parking brake element, which is disposed in a brake housing (1) with inside diameter between an axle bracket and axle center component. A guide fixed to the housing is provided on the inside diameter of the brake housing (1) for the actuating device (6) for a mechanical differential lock.

Abstract: A method for measuring the useful load of a telehandler is indicated in which the useful load is calculated from the change of the axle load on the front axle or the rear axle compared with the unloaded condition of the vehicle, the distance of the useful load from the front axle or the rear axle having a defined value or the load-holding device of the telehandler being in a defined position.

Abstract: A modular brake assembly for a drive axle is proposed, comprising a multi-disk brake with a service brake element and a parking brake element, which is disposed in a brake housing (1) with inside diameter between an axle bracket and axle center component. A guide fixed to the housing is provided on the inside diameter of the brake housing (1) for the actuating device (6) for a mechanical differential lock.

Abstract: A parking brake for a motor vehicle comprising a disk packet (11) on an axle body in a brake housing (1) with at least one brake disk, one spring (8), by way of which the closure of the brake can be effected by a compression of the disk packet (11) and a piston (7), superimposed on the spring (8), the compression space (6) of which piston can be subjected to hydraulic pressure for the release of the parking brake counter to the closing force of the spring and the force of the piston (7) is transferred by at least one pressure pin (4) onto a pressure transmission element (2), which the element stands in operative connection with the disk packet (11) and the piston (7), and the at least one pressure pin (4) is shape-fit decoupled from one another.

Abstract: In a powershift multi-gear transmission (1), the countershafts of the reverse gear (KR), of the forward gear (KV) and of the fourth gear (K4) are combined to form one reversing transmission unit (33) and the countershaft units of the first gear (K1), of the second gear (K2) and of the third gear (K3) are combined to form one gear transmission unit (34). The reversing transmission unit (33) is provided on any side of the input shaft (3). The gear transmission unit (34) attaches to the reversing transmission unit (33) so that the reversing transmission unit (33) and the gear transmission unit (34) are disposed in relation to the input shaft (3) in succession upon one side of the input shaft (3). The gear transmission unit (34) is preferably located on the countershaft unit of the reverse gear (KR).

Abstract: A powershift transmission (1) having hydrodynamical and mechanical power distribution, especially one such multi-gear powershift transmission as a reversing transmission for construction machinery, with at least one output shaft (35) and several countershafts (6, 7, 8, 9, 10) having idler wheels, fixed wheels and gear clutches, which form several countershaft units (KR, KV, K1, K2, K3, K4) for gear and direction shifting distributed thereon, and at least two input shafts (2, 4), one of the input shafts (2) being connected with a turbine section of a torque converter and a second input shaft (4) being connected via the direct through drive with the rotational speed of an engine, the countershaft unit (K4) being designed as a mechanical range change group subdivided by the countershafts (K1, K2, K3).

Abstract: A powershaft transmission (1) with a hydrodynamical and a mechanical power distribution, especially one multi-gear powershift transmission as a reversing transmission for construction machinery, having at least two input shaft (2, 4), one of said input shafts (2) being connected with a turbine section of a torque converter and a second input shaft (4) being connected with the rotational speed of an engine via the direct through drive, at least one output shaft (32) and several countershafts (6, 7, 8, 9) having fixed wheels and gear clutches distributed thereon idler wheels to form several countershaft units (KR, KV, K1, K2, K3, K4) for gear and direction shifting, the countershaft unit (K4) being designed as a gear splitter which divides the ratios of the countershaft units (K1, K2, K3) and the countershaft unit (K4) being disposed coaxially upon the input shaft (2, 4).

Abstract: In a powershift multi-gear transmission (1), the countershafts of the reverse gear (KR), of the forward gear (KV) and of the fourth gear (K4) are combined to form one reversing transmission unit (33) and the countershaft units of the first gear (K1), of the second gear (K2) and of the third gear (K3) are combined to form one gear transmission unit (34). The reversing transmission unit (33) is provided on any side of the input shaft (3). The gear transmission unit (34) attaches to the reversing transmission unit (33) so that the reversing transmission unit (33) and the gear transmission unit (34) are disposed in relation to the input shaft (3) in succession upon one side of the input shaft (3). The gear transmission unit (34) is preferably located on the countershaft unit of the reverse gear (KR).

Abstract: The invention concerns a motor-vehicle drive train (1) with a drive motor (2), a transmission (3) and an axle (6). An output shaft (7) of the transmission (3) is attached to a joint shaft (9) by a joint (8). Another joint (10) transmits the drive from the joint shaft (9) to an input shaft (11) of a differential transmission (4). In order to allow the joint shaft (9) to have a W-configuration, the drive motor (2) and the transmission (3) are mounted so that they can pivot about the axle (6). All divergences existing in a longitudinal direction of the drive train (1) immediately produce large angles of inflection in the joints. Irregularities in the drive train are hereby avoided. In addition to reducing the load on the joints, the generation of disagreeable noises is avoided. The invention is particularly used in utility vehicles such as employed in the construction industry and in agriculture.