Steyr-Daimler-Puch Ag

Engineering Center Steyr Gmbh & Co. Kg

Gerhard Wernick

Rudolf Glassner

Helmut Kastler

Dennis Chistian Knospe

Johannes Petritsch

Roland Heimberger

A drive unit for a motor vehicle with hybrid drive. The drive unit includes an input shaft which may be connected to the crankshaft of an internal combustion engine of the motor vehicle, a gearbox shaft which may be connected via a toothed hub of a clutch plate as an input shaft of the downstream gearbox, and an electric machine, the rotor of which is connected rotationally fixedly to the clutches. The components are accommodated in a housing having a radially extending housing wall as a bearing wall which forms a physical separation of a chamber of the electric machine and a chamber of the clutches.

Drive unit for a hybrid vehicle

A wheel carrier for the steered wheel of a motor vehicle with a tire-inflating system, the wheel carrier comprising a shield with an eye at the top and bottom for receiving a kingpin, an axle tube which supports wheel bearings, a wheel hub supported on the wheel bearings, a steering arm, an air duct leading through the wheel carrier into a chamber formed between the axle tube and wheel hub, the chamber being sealed off on both sides, wherein the steering arm is flanged to a sprue with a fitting surface, wherein an air chamber is formed in the fitting surface, and is connected to the chamber by an air duct and is further connected to a tube communicating to the outside of the sprue.

Wheel carrier for motor vehicle with a tire-inflating system

The drive system for a motor vehicle having a front axle and a plurality of rear axles, which are driven or can be driven, consists of a central differential, an inter-axle differential, following the central differential in the direction of the power flow, between the front axle and a first rear axle, and a drive for two further rear axles, and axle differentials in each of the axles. In order to have as short and inexpensive a construction as possible and in order to use as few connecting shafts as possible, the central differential is constructionally combined with the inter-axle differential between front axle and first rear axle and with the axle differential of the first rear axle, and the central differential is arranged behind and the inter-axle differential is arranged in front of the axle differential.

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Neuzeug, Austria

Gerhard Wernick