Abstract: The invention concerns a hydrodynamic retarder having a rotor which can be brought into rotation via a drive unit and a fixed stator or a stator rotating in opposite direction to the rotor, whereas the rotor and the stator comprise bladed wheels, which form together a working chamber which can be filled with working medium; the drive unit is provided with a separating clutch, by means of which the rotor can be disconnected for its immobilisation, comprising a driven primary side and a secondary side associated with the rotor; having a control device which controls the opening and closing of the separating clutch for switching the retarder (17).

Abstract: A motor vehicle drive train including a hydrodynamic retarder (1) that comprises a revolving bladed impeller (10) and a stationary or counter-rotating bladed turbine (11) which jointly form a working chamber (12) that can be filled with a working medium to switch on the retarder (1) is disclosed. The hydrodynamic retarder (1) can be mechanically disengaged from the drive train by a disconnect clutch (2). A fill level monitoring device (14) can detect the current fill level of the working medium in the working chamber (12), while a disconnect clutch-blocking device (9) is effectively connected in a communicating or mechanical manner to the fill level monitoring device (14) and prevents the disconnect clutch (2) from engaging in accordance with the detected fill level.

Abstract: The invention concerns a motor vehicle drive train, having a drive motor and drive wheels, whereas the drive wheels are driven by the drive motor via a main branch; having a hydrodynamic retarder, comprising a rotating rotor and a stator or a rotating rotor and a counter-rotor rotating in opposite direction to the rotor, which together form a working chamber which is filled or can be filled with a working medium; having a separating clutch, by means of which the rotor of the hydrodynamic retarder can be disengaged from a driving power flow in the drive train.

Abstract: There is provided a method for controlling a hydrodynamic retarder. The method includes determining a presence of a retarder switch-off request, and keeping a separating clutch closed, after the determining, for a preset time span and emptying a working chamber of the hydrodynamic retarder of a working medium by continuous actuation of a rotating bladed rotor and interruption of infeed of the working medium into the working chamber. The method further included varying the preset time span according to at least one of the following parameters or at least one parameter correlated with one of the following parameters: a rotational speed of the rotating bladed rotor, an output pressure, against which the working medium is emptied from the working chamber, a filling level of the working chamber with the working medium, a temperature of the working medium, and a braking torque of the hydrodynamic retarder.

Abstract: A vehicle transmission includes a transmission input and output along with a main shaft and a countershaft that create a plurality of transmission ratios for providing different gears when combined. The vehicle transmission also includes a range change transmission. The vehicle transmission also has, in the direction of the propulsion power flow from the transmission input to the transmission output, a performance interface downstream of the countershaft and upstream of the range change transmission for connecting an electric motor.

Abstract: The invention relates to a motor vehicle drive train including a hydrodynamic retarder that comprises a revolving bladed impeller and a stationary or counter-rotating bladed turbine which jointly form a working chamber that can be filled with a working medium to switch on the retarder. The hydrodynamic retarder can be mechanically disengaged from the drive train by a disconnect clutch. The invention is characterized in that a fill level monitoring device detects the current fill level of the working medium in the working chamber, while a disconnect clutch-blocking device is effectively connected in a communicating or mechanical manner to the fill level monitoring device and prevents the disconnect clutch from engaging in accordance with the detected fill level.

Abstract: The invention relates to a hydrodynamic retarder comprising a rotor that revolves in a decelerating mode and a counter-rotating twin rotor or a stationary stator which jointly from a working chamber that is or can be filled with a working medium. The rotor can be driven using driving power via a drive train in order to decelerate the drive train. The invention is characterized in that an energy storage device is associated with or integrated into the retarder, said energy storage device comprising a mechanical energy store, pressure accumulator or kinetic energy store as well as an acceleration mechanism that is connected to the rotor, said acceleration mechanism being linked to the energy store and the rotor or being integrated into the rotor in order to convert energy stored in the energy store into an angular acceleration of the rotor.

Abstract: The invention concerns a hydrodynamic retarder having a rotor which can be brought into rotation via a drive unit and a fixed stator or a stator rotating in opposite direction to the rotor, whereas the rotor and the stator comprise bladed wheels, which form together a working chamber which can be filled with working medium; the drive unit is provided with a separating clutch, by means of which the rotor can be disconnected for its immobilisation, comprising a driven primary side and a secondary side associated with the rotor; having a control device which controls the opening and closing of the separating clutch for switching the retarder (17).

Abstract: The invention concerns a method for controlling a hydrodynamic retarder which can be disengaged mechanically via a separating clutch in a motor vehicle, which comprises a rotating bladed rotor and a bladed stator or a rotating bladed rotor and a bladed counter-rotor rotating in opposite direction thereto, which together form a working chamber filled with working medium in braking operation and emptied of working medium in non-braking operation, wherein the rotor is driven in braking operation via a drive train with a closed separating clutch and the working chamber is emptied when passing from the braking operation to the non-braking operation, wherein the transition from the braking operation to the non-braking operation is initiated via a retarder switch-off request of a driver assistance system or via actuation of an input device by the vehicle driver.

Abstract: The invention concerns a drive train having a hydrodynamic retarder, by means of which the drive train can be braked hydrodynamically; wherein the hydrodynamic retarder comprises a driven rotor and a stator or a driven rotor and a counter-rotor driven in reverse direction with respect to the rotor, which together form a working chamber which can be filled with working medium and which can be drained from said medium.

Abstract: The invention concerns a method for controlling a vehicle drive train with a hydrodynamic retarder which can be engaged and disengaged mechanically via a coupling, whereas the retarder comprises a working chamber formed between two bladed wheels, which is filled with a working fluid for generating a braking torque after detecting a retarder switch-on signal and is emptied of the working medium after detecting a retarder switch-off signal to turn off the braking torque, and the retarder is driven in braking mode by means of a drive shaft via the closed coupling to constitute a hydrodynamic circuit of the working fluid in the working chamber. The invention is characterised in that the speed of the vehicle and/or the rotational speed of the drive shaft is detected or calculated and the coupling is closed above a preset limit speed and/or above a preset limit rotation speed independent of the detection of a retarder switch-on signal to drive the retarder.

Abstract: There is provided a vehicle transmission including a transmission input, a transmission output, and a main shaft and a countershaft, which together form a plurality of transmission ratios for providing different gears, wherein the countershaft can be shifted by means of at least one or at least two parallel gear ratios that are optionally shiftable in drive connection with the transmission input. The vehicle transmission further includes a range change transmission, comprising at least two range-change unit transmissions that are different from one another, by means of which the main shaft can be shifted optionally into a drive connection with the transmission output, wherein a performance interface for connecting an electric motor is provided in direction of the propulsion power flow from the transmission input to the transmission output downstream of the countershaft and upstream of the range change transmission.

Abstract: A gearbox module having a gearbox input and at least one gearbox output; having a starting element coupled to the gearbox input, having an input and an output that can be coupled at least indirectly to the gearbox output; having a gear-shifting device, having at least two inputs and one output, which can be connected to the gearbox output; a first input of the gear-shifting device is connected to the output of the starting element and a second input is connected to the input of the starting element; each input of the gear-shifting device is selectively connected by means of a synchronously shiftable coupling, thereby producing a first power branch and a second power branch.

Abstract: A drive system for a motor vehicle is provided. The drive system has a drive assembly, at least one power transmission unit that is coupled with the drive assembly and an electrical machine coupled at least indirectly with the drive assembly. The power transmission unit has at least one starting element with a hydrodynamic clutch and a bridging clutch. A rotor or armature of the electrical machine is arranged coaxially to the hydrodynamic clutch and can be coupled with it in a torsionally rigid manner.

Abstract: The invention relates to a lockup clutch (1) for hydrodynamic components (2), comprising at least one primary wheel (4) and one secondary wheel (5), which define a working chamber (6), and having two inputs (26, 27)—a first input (26) linked to the secondary wheel (5) and a second input (27) linked to the primary wheel (4). Said inputs (26, 27) can be optionally linked to an output (28) of the lockup clutch (1) via a switchable clutch, thereby producing a first or a second power branch (32, 33). The coupling between the input (27) of the lockup clutch (1) that is coupled to the primary wheel (4) and the output (28) of the lockup clutch (1) in order to create the second power branch (33) is free of any rotationally fixed mechanical connection between the primary wheel (4) and the secondary wheel (5). The coupling between the inputs (26, 27) of the lockup clutch (1) and the output (28) of the lockup clutch (1) in the individual power branches (31, 33) is provided with rpm/torque converting devices.

Abstract: The invention relates to a gearbox module (1) having a gearbox input (E) and at least one gearbox output (A); having a starting element (2) coupled to the gearbox input (E), comprising an input (5) and an output (6) that can be coupled at least indirectly to the gearbox output (A); having a gear-shifting device (3), comprising at least two inputs (7, 8) and one output (9), which can be connected to the gearbox output (A); a first input (7) of the gear-shifting device (3) is connected to the output (6) of the starting element (2) and a second input (8) is connected to the input (5) of the starting element (2); each input (7, 8) of the gear-shifting device (3) is selectively connected by means of a synchronously shiftable coupling (16), thereby producing a first power branch (10) and a second power branch (11), whereby the two synchronously shiftable couplings (16, 17) enable power to flow via the power branches (10, 11) respectively alone or else jointly in a closed state.

Abstract: The invention involves a process for controlling the rotational speed of a drive motor during a start-up period, in a drive train, containing at least one starter element that can be coupled to the drive motor, in a rotationally fixed manner, in the form of a hydrodynamic coupling, containing a primary blade wheel and a secondary blade wheel, which form together at least one toroid-shaped working space. According to the invention, the rotational speed of the drive motor is set as a function of the power that can be consumed by the hydrodynamic coupling. The consumable power can be controlled or regulated.

Abstract: A drive system for a motor vehicle is provided. The drive system has a drive assembly, at least one power transmission unit that is coupled with the drive assembly and an electrical machine coupled at least indirectly with the drive assembly. The power transmission unit has at least one starting element with a hydrodynamic clutch and a bridging clutch. A rotor or armature of the electrical machine is arranged coaxially to the hydrodynamic clutch and can be coupled with it in a torsionally rigid manner.

Abstract: A hydrodynamic component (1) comprising: two rotating blade wheels: a primary blade wheel (3) and a secondary blade wheel (4), which together form at least one torus-shaped working chamber (5Z); at least inlet (10) for service fluid leading into the torus-shaped working chamber, the inlet being located in the vicinity of the lowest static pressure; at least one outlet (24) leading out of the torus-shaped working chamber; a working fluid circulation (22) which is set up in the torus-shaped working chamber during operation; a closed circuit (21) allocated to the working chamber and an external section (23) of the closed circuit, said section being located between the outlet and the inlet.

Abstract: A hydrodynamic component with at least two rotating impellers which form a working chamber for a working circuit. A closed circuit coupled to the inlet to the working chamber and to the outlet from the working chamber. The closed circuit is pressure tight. Pressure control for the closed circuit.