Abstract: An auxiliary transmission (31)with controllable clutch (2) is described for the optional distribution of a drive output torque to one or more drive output shafts with a reduction gear stage (3) and with a hydraulic pump (14). The hydraulic pump (14) is arranged on a transmission input shaft (4) and the reduction gear stage (3) is connected in series in such manner that the drive input power to the hydraulic pump (14) remains at least approximately the same when a range change takes place in the reduction gear stage (3).

Abstract: An auxiliary transmission (31) with a controllable clutch (2) for the optional distribution of a drive output torque to one or more drive output shafts (5, 6) and with an electric motor (8) for controlling the clutch (2) is described. The electric motor (8) is arranged in a coupling zone (18) of the auxiliary transmission (31) to a main transmission unit (17).

Abstract: A steering system with at least one steering wheel actuator and at least one steering actuator which are connected to each other via a controlled system. Minimal steering impulses being superimposed in order to be able to determine the steering tie rod forces that occur.

Abstract: A device for guiding torque of one drive shaft (3) connected with a driving appliance (2) onto a first or a second output shaft (4, 5). A torque fed via the drive shaft (3) can be applied, respectively, to one of the two output shafts (4, 5) depending on a control of a changeover device (6). The changeover device (6) comprises one electromagnetic clutch (7) which can produce a power flow between the drive shaft (3) and the first or the second output shaft (4 or 5). The electromagnetic clutch (7) comprises a coupling element (8) which is guided and displaced in an axially and rotatable manner and is fixedly connected with the drive shaft (3) and depending on a current supply of the electromagnetic clutch (7) produces the power flow between the drive shaft (3) and the first or the second output shaft (4 or 5).

Abstract: An all-wheel distributor transmission (1) is described for a motor vehicle comprising a planetary gear set as multiplication step (2) for a switchable off-road gear and a planetary gear set (3) with variable division for distributing a drive torque onto a front axle and a rear axle. The all-wheel distributor transmission (1) also has an adjustable lock (4) for locking between the front axle and the rear axle, the lock (4) and the multiplication step (2) being actuatable via a controllable drive device (5). The drive device (5) comprises a drive shaft (6) and two output shafts (7, 8), the first output shaft (7) being in operative connection with the multiplication step (2) and the second output shaft (8) being in operative connection with the lock (4). A torque introduced via the drive shaft (6) can be applied on the first or the second output shaft (7 or 8) according to a control of a shift unit (10) for actuating the lock (4) or the multiplication step (2).

Abstract: A device for the suspension and for roll stabilization of motor vehicles achieves the required roll stiffness as well as the required lift stiffness without any additional springs by coordinating the ratio of the piston areas to the piston ring areas of the spring cylinders with simultaneous active engagement by an actuator integrated between the cross-wired lines.

Abstract: The invention relates to an electrical individual wheel drive having several electromotors (1) whose input power is combined by a spur gear assembly (2) and one rear-mounted planetary gear (3) which adapts the input torque and the wheel speed. The wheel bearings (4) are mounted axially between the electromotors (1) and planetary gear (3). One brake (7) is a pneumatically or hydraulically actuated disc brake and acts as service, parking, emergency and auxiliary brake.

Abstract: The invention relates to a disc brake arrangement for an individual wheel drive with rear-mounted planetary gear (3) for motor vehicles. A brake (7) is designed as pneumatically or hydraulically actuated disc brake and acts as a service, parking, emergency and auxiliary brake. The brake caliper (8) is situated below the horizontal center line of the wheel. The brake actuating device (9) is a combined diaphragm and spring accumulator cylinder situated in the axial direction and when the wheel head is assembled lies protected in a hollow axle body (10). An emergency release device (11) of the parking brake, which in case of failure of the vehicles own pressurized air system, allows towing, and is accessible from below through a hole (12) of the axle body (10).

Abstract: A synchronizing device (2) is proposed for torque-transmitting connection of two rotary parts of a shift transmission, in particular for connecting a transmission shaft (4) with gearwheel (6, 8) rotatably supported on the transmission shaft (4). A synchronizer sleeve (30) has an outer disc carrier (36) connected with a gearshift device (64) and an inner disc carrier (34). A set of discs (40) is provided between the disc carriers (34, 36). The adjacent discs of the set of discs (40) are alternatively connected either with the inner disc carrier (34) or with the outer disc carrier (36). When the speed of rotation of the outer disc carrier (36) differs from that of the inner disc carrier (34), the discs allow a synchronization moment. For that purpose the outer disc carrier (36) has a device (62) for form-fittingly connecting the outer disc carrier (36) with a device (60, 76) on the gearwheel (6, 8).

Abstract: The invention concerns gearshift transmissions with a lock synchronization arrangement in which one synchronizer member, connected with a transmission shaft and at least one gear wheel rotating at a different speed, can be coupled together during synchronous speed by means of an annular sliding sleeve axially movable by a gearshift force. Coupling teeth of the sliding sleeve mesh with corresponding coupling teeth of each rotating gear wheel or of a clutch member connected with each rotating wheel. Between the sliding sleeve and each rotating gear wheel is situated one synchronizer ring, parts of said synchronizer ring forming, with parts connected with the gear wheel or provided thereon, a positively engaged coupling. In the absence of synchronism, the axial movement of the sliding sleeve is locked by blocking surfaces of locking teeth. The coupling teeth are stub-ended coupling teeth which are dampened by elastic elements.

Abstract: A gearshift device for gearshift actuation of multi-speed transmissions of vehicles is provided with at least one gearshift rod situated in the transmission housing and movable in substantially parallel direction to the wheel axis. Coupling means situated on said gearshift rod join the gearshift rod with gearshift forks or levers. The gearshift forks (13) or levers (9) are retained in the neutral position relative to the gearshift rod (2) in the transmission housing (1) by retaining means, the gearshift rod (2) being axially movable relative to the gearshift levers (9) or forks (13) and for shifting gears a correspondingly selected coupling means (3) may be joined by a driving device (6) to the gearshift rod (2) in a rigid manner at least in axial direction.

Abstract: The invention concerns a gear-changing device for a transmission, in particular a toothed gear system. During switching operations two gear stages of a gear group should not be simultaneously engaged. According to the invention this is prevented by the fact that a slider-crank mechanism (4) (oscillating cranks and a slide rod (1)) are moved from a stationary rest position to their switching position. The rest position is urged by coupling mechanisms (6). A driving position is established with the slide rod (1). In order to prevent two speeds from being simultaneously switched during a faulty operation, the distances between the rest positions and between the driving position (FIG. 1 ) of the coupling mechanisms (6) differ.

Abstract: A gearshifting arrangement for actuating motor vehicle multi-speed transmissions wherein an electromotive actuation takes place, it being essential that only one electric motor (1) connected with only one cam transmission (4) and only one gearshifting element are provided for actuating all gearshifting sets. The gearshifting element is a connecting rod (5) capable of moving parallel to the axis of the transmission wheels and in which are provided individually actuatable coupling mechanisms (11) respectively associated with a gearshifting lever. The electric motor (1), the spatial cam transmission (4) and the connecting rod (5) are coaxially arranged whereby a very simple and space-saving embodiment is achieved.

Abstract: In a motor vehicle transmission, in particular a multi-speed synchronized countershaft transmission, each two speeds are associated with one among several gearshift sets (28, 29). It is essential that the two speeds (1st and 3rd or 2nd and 4th) associated with each gearshift set are not successive speeds. The great advantage here is that the gearshifting thus obtained is a "shifting-shifting" system which makes it possible to carry out overlapping actuating operations and thus a reduction of the time interval between gearshifts. At certain speeds, several gearshift sets or synchronizing mechanisms can be simultaneously loaded whereby the load of the individual gearshift sets (28, 29) is substantially reduced. Great advantages such as shorter gearshifting times, longer service life of the synchronizing sets and smaller gearshift sets may thus be obtained.

Abstract: A system for shifting gears in a multi-speed motor vehicle transmission in which a single gearshifting element, in the form of a connecting rod (1), is moveable in a direction parallel to the rotational axis (33) of the transmission (T) gears (31). A plurality of individually actuatable coupling mechanisms (4, 4', 4', 18), upon actuation, selectively couple corresponding gearshifting levers (12, 12') with the connecting rod. The gearshifting levers (12, 12') are, in turn, operably connected to gearshifting sleeves (30, 30') of the transmission (T). When a coupling mechanism is individually activated, the corresponding gearshifting lever is pivoted by the connecting rod (1) for selectively engaging or disengaging a corresponding gear of the transmission, via the corresponding gearshifting sleeve (30, 30').

Abstract: In an all-wheel driven field tractor whose front-axle differential (6) and rear-axle differential (15) are permanently driven in arable land by output shafts (2 and 3) of a gear change (1) so that a rigid connection exists between front and rear axles, the higher speeds of the front axle (7) appearing when cornering must be compensated. Besides, a mechanism for compensating the axle speeds must be adapted to be integrated in the field tractor without substantial constructural changes. For this purposse there is situated between the crown gear (12) and the differential cage (14) of the rear-axle differential (15) a clutch (16) designed as a control slip clutch having its slip status regulated according to the parameters of the track radius to be executed and/or the traction needed.

Abstract: In a steerable wheel axle for a motor vehicle with a rigid axle body which includes a hydrostatic or servo-assisted steering device that is incorporated in the axle body, the steering cylinder is arranged coaxially with the longitudinal median axis of the axle body and in driving connection with a swivelling lever radially projecting from axle body and linked to steering tie rods.

Abstract: A multi-speed transmission (4) driven by an engine (1) and is connected to drive an intermediate gearbox (16) that drives an axle drive (17). To obtain creep speed drive, a motor-dependent P.T.O. shaft (14) drives upon a variable displacement pump (18), which is connectable to a hydromotor (22) through pipes (20, 20A and 21, 21A). When the clutch (26) is connected and in the neutral position of the variable gear (2), the hydromotor (22) acts upon an output shaft of intermediate gear box (15) that in turn drives the axle drive (17). When changing to a garbage pressing operation in the stationary state of the vehicle, the variable displacement pump (18) is shifted by a change-over valve (28) to drive the pressing cylinder of the accessory hydraulic power system (30).