Abstract: A method for controlling a driving dynamics function of a working machine with at least two vehicle axles. A current actual wheel rotational speed of at least one wheel is detected and sent to a control unit for comparison with an acceptable wheel rotational speed of the same wheel and wheel slip is calculated from that comparison. The control unit emits a control signal to lock at least one differential gear system if the wheel slip has an unacceptable value. For the differential gear system (4, 5, 6, 7, 8) concerned, an unlocking control signal is periodically emitted and the wheel rotational speeds are compared afresh. A control signal to lock the differential gear system concerned is emitted again if the value of the wheel slip is still unacceptable, and a trajectory is detected with reference to detection elements, along which the value of the wheel slip of the at least one wheel has been unacceptable.

Abstract: A drive-train has an internal combustion engine (1) with an exhaust gas turbocharger, which drives a vehicle wheel (3) by way of a power-branching transmission (2). When there is an increase of the power demanded from the combustion engine (1) but the exhaust gas turbocharger is not yet producing the required charging pressure, an additional motor (4) is always switched into the drive-train in order to deliver torque to the drive-train.

Abstract: A drive-train has an internal combustion engine (1) with an exhaust gas turbocharger, which drives a vehicle wheel (3) by way of a power-branching transmission (2). When there is an increase of the power demanded from the combustion engine (1) but the exhaust gas turbocharger is not yet producing the required charging pressure, an additional motor (4) is always switched into the drive-train in order to deliver torque to the drive-train.

Abstract: A vehicle drive-train with a drive engine, a drive output and a transmission device connected in the power flow between the drive engine and the drive output. The transmission device has at least two transmission units whose transmission ratios can be varied continuously, at least in some ranges, and which are arranged in power-trains running parallel with one another between the drive engine and the drive output. The power-trains can each be functionally connected with a respective axle of the drive output. At least one shifting element is provided by which the power-trains can be functionally connected in the area between the transmission units and the drivable axles. In addition, a method for operating the vehicle drive-train is described, in which the shifting element is actuated as a function of torque to be transmitted via the transmission device between the drive engine and the drive output.

Abstract: An axial piston unit (1) having bent-axis construction with several guided piston elements (3) longitudinally movable in one rotatable cylinder device (2) and with an area (4) operatively connected with the piston elements (3) and guided with torque. The torque-guided area (4) is constructed to be rotatable around a swivel axis (10), and a displacement of the axial piston unit (1) varies depending on the rotary movement of the torque-guided area (4).

Abstract: A motor vehicle with a parking brake (3) which, in addition to functioning as a parking brake (3), may also be used as an auxiliary brake for assisting the main brake (2) and/or a sustained-action brake. The parking brake (3) is preferably incorporated in the transmission (1) of the vehicle and designed as a rotary disk brake in an oil bath.

Abstract: A shiftable multispeed reverse transmission having one input shaft (1) and a plurality of countershafts (2, 3, 4, 5, 6, 7) and one output shaft (8). One of gears and/or idle gears being situated upon the countershafts (2, 3, 4, 5, 6, 7) for non-rotatably connection with the countershafts, via shiftable clutches, for gear and direction change. The reduction ratios being generated by spur pinion stages and at least one shiftable planetary stage (P).

Abstract: An axle of a vehicle, in particular a commercial vehicle is proposed, in which a change-under-load shifting element is provided between the wheels of the axle, which can be actuated to release the rotationally fixed connection between the wheels.

Abstract: A motor vehicle with a parking brake (3) which, in addition to functioning as a parking brake (3), may also be used as an auxiliary brake for assisting the main brake (2) and/or a sustained-action brake. The parking brake (3) is preferably incorporated in the transmission (1) of the vehicle and designed as a rotary disk brake in an oil bath.

Abstract: A shiftable multispeed reverse transmission having one input shaft (1) and a plurality of countershafts (2, 3, 4, 5, 6, 7) and one output shaft (8). One of gears and/or idle gears being situated upon the countershafts (2, 3, 4, 5, 6, 7) for non-rotatably connection with the countershafts, via shiftable clutches, for gear and direction change. The reduction ratios being generated by spur pinion stages and at least one shiftable planetary stage (P).

Abstract: An axle of a vehicle, in particular a commercial vehicle is proposed, in which a change-under-load shifting element is provided between the wheels of the axle, which can be actuated to release the rotationally fixed connection between the wheels.

Abstract: A transmission shift system comprising a synchronizing device for idler wheels, which comprises one sliding sleeve that can mesh with a selected idler wheel. The sliding sleeve is arranged non-rotatably and axially displaceable on a shaft with hydraulic actuation being provided. Each sliding sleeve (6) is connected with the shaft (1) via a hub element (7). The synchronizing operation can be implemented as a function of the hydraulic actuation pressure.

Abstract: A hydrodynamic torque converter has a clutch either between the drive motor and the pump impeller (2) or between the drive motor and the turbine rotor (3), preferably in order to influence the shifting process in a power shift gearbox. This clutch is controlled or regulated to operate in a slipping condition as a function of a torque determined by a torque measurement device (7). The torque measurement device (7) determines the torque of the turbine rotor (3). This makes it possible to control the drive-train of a mobile vehicle in an optimum manner.

Abstract: A drive system for a mobile vehicle has hydraulic motors (1, 2) arranged in a transmission housing (3), which drive a drive output shaft (22) via a totalizing transmission gearset, the totalizing transmission and the hydraulic motors (1, 2) being arranged within the transmission housing (3).

Abstract: To reduce the structural volume of a drive engine (1) in a drive train of a mobile vehicle, in particular a working machine such as a wheel loader, a continuously adjustable transmission gear is arranged between the drive engine (1) and a hydraulic pump (5) for the working hydraulic system, which can be adjusted as a function of the load condition of the drive engine (1).

Abstract: A drive system for a mobile vehicle has hydraulic motors (1, 2) arranged in a transmission housing (3), which drive a drive output shaft (22) via a totalizing transmission gearset, the totalizing transmission and the hydraulic motors (1, 2) being arranged within the transmission housing (3).

Abstract: A transmission shift system comprising a synchronizing device for idler wheels, which comprises one sliding sleeve that can mesh with a selected idler wheel. The sliding sleeve is arranged non-rotatably and axially displaceable on a shaft with hydraulic actuation being provided. Each sliding sleeve (6) is connected with the shaft (1) via a hub element (7). The synchronizing operation can be implemented as a function of the hydraulic actuation pressure.

Abstract: A proposed machine tool has one hydrostatic drive system, one lower chassis where one motor for driving the wheels and one upper chassis is provided which is pivotably disposed upon the lower chassis and comprises one pump for supplying the drive system with pressurized medium, wherein a rotating passage is situated between upper and lower chassis and, in the lower chassis, one or more electronic components are provided as lower-chassis electronic system and serve to control and/or regulate the components of the lower chassis.

Abstract: To reduce the structural volume of a drive engine (1) in a drive train of a mobile vehicle, in particular a working machine such as a wheel loader, a continuously adjustable transmission gear is arranged between the drive engine (1) and a hydraulic pump (5) for the working hydraulic system, which can be adjusted as a function of the load condition of the drive engine (1).

Abstract: A multi ratio reversing powershiftable transmission having an input shaft, an output shaft, a plurality of countershafts, a drive wheel set, a distribution wheel set and a driven wheel set. The set of drive wheels includes a driven idler gear on each countershaft which can be optionally non-rotatably connected with the contershaft to cause a change of gear and direction of the transmission. The set of distribution wheels consist of at least one fixed gear on each countershaft for commutating rotation between communicating countershafts and the fixed gears of the set of driven wheels which in turn drive the output shaft.