Getrag Driveline Systems Gmbh

Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg

Bernd Oberhausen

Hans-Peter Nett

Werner Hoffmann

Jan Haupt

Michael Höck

Michael Hoeck

A clutch arrangement has a rotary element which is mounted on a housing so as to be rotatable about a longitudinal axis and which defines a cavity. A clutch has a first clutch element and a second clutch element which can be coupled thereto, which clutch is arranged in the cavity. The first clutch element or the second clutch element is coupled to the rotary element. A fluidic actuator arrangement has a first and a second actuator element which can move relative to one another in order to activate the clutch. At least the first actuator element can be secured in a rotationally fixed fashion to the housing and extends from outside the rotary element into the cavity.

Clutch arrangement for a vehicle drive train

A drivetrain for an all-wheel-drive vehicle which has a first driven axle and a second driven axle. A drive unit is connected to a multi-stage transmission which has a multiplicity of gear stages for generating different transmission ratios. A transmission output shaft of the multi-stage transmission is connected to the first driven axle. The drive unit is also connected to an activating arrangement, the output element of which is connected to the second driven axle. Thus drive power can be supplied to the first axle permanently via the multi-stage transmission and drive power can be supplied to the second axle on demand via the activating arrangement. The activating arrangement has a first activating friction clutch and a second activating friction clutch which are designed to supply drive power to the second axle via a first and a second transmission ratio stage, respectively. The first transmission ratio stage is assigned to at least one lower gear stage of the multi-stage transmission. The second transmission ratio stage is assigned to at least one higher gear stage of the multi-stage transmission.

Drivetrain for an all-wheel-drive vehicle, and method for controlling the same

The invention relates to an asymmetrical, active axle transmission with an epicyclic gear system, which is arranged concentrically to a side shaft () and has a planet carrier (). To achieve an active yaw function, the planet carrier () or the central wheel () can be braked. Conventional asymmetrical active yaw gears use in this connection two separate brake clutches. This enlarges the construction space and increases the manufacturing costs which the invention avoids in that the planet carrier () is part of a first brake coupling () and that a second brake clutch () for braking the side shaft () as well as the first brake clutch () use a common abutment lamella ().

Asymmetrical, active axle transmission

An axle drive unit for an all-wheel drive train comprises an input element which is connectable to an input shaft, such as a cardan shafts. The input shaft extends in a longitudinal direction. The drive unit comprises a power-split device, of which the input member is connected to the input element and of which the output members are connectable to driveshafts of the axle. The axle is oriented in a direction transverse to the longitudinal direction. The input member and the output members of the power-split device are mounted rotatably about axes parallel to the longitudinal direction. An angle drive is arranged in each case between the output members of the power-split device and the driveshafts.

Growing community of inventors

Cologne, Germany

Bernd Oberhausen