Daimler Ag

Schaeffler Technologies Ag & Co .kg

Mercedes-benz Group Ag

Tobias Schuster

Bernhard Ziegler

Bernd Koppitz

Kai Heukelbach

Lukas Rube

Thomas Lechthaler

Tobias Haerter

Rudolf Reinhardt

David Schnaedelbach

Jan Velthaus

David Schnädelbach

Stefan Sperrfechter

Heinrich Straub

Heiko Steinmetz

Lukas Becker

Florian Baral

Udo Scharrer

Nils Hirsemann

Wadim Belewitsch

Thomas Doster

Thomas Stegmaier

Hans-Josef Bietenbeck

Felix Zehren

Tobias HÄRTER

A switching device for a transmission of a motor vehicle includes an unsynchronized claw switching element that has a first switching part and a second switching part which are rotatable relative to each other around an axis of rotation. The first switching part has a first switching gearing and the second switching part has a second switching gearing which are displaceable relative to each other along the axis of rotation between a coupled position and an uncoupled position. Rotation positions in which the first and second switching parts are rotated relative to each other are detectable by a detection device. An electronic computing device moves the first and second switching parts from the uncoupled position into the coupled position depending on detected rotation positions. The detection device has a sensor element and a transmitter element, with transmitter segments, fixedly connected to the second switching part.

Switching device for a transmission of a motor vehicle and method for operating such a switching device

A torque converter device for a drivetrain of a motor vehicle includes a converter cover having a cover shell and a hub rigidly connected to the cover shell. The torque converter device also includes at least one multidisk clutch, which includes at least one inner disk-centering member. The hub integrally forms the inner disk-centering member of the multidisk clutch.

Torque converter device, in particular for a drive train of a motor vehicle

A drive train device for a motor vehicle is disclosed. The drive train device has a first component, a second component which is connected to the first component so as to transmit torque and consists at least substantially of a material formed from lightweight metal, and at least one element which is at least partially enclosed in the second component and which consists at least substantially of a predominantly iron-containing material. The enclosed element is a connecting element which is connected to the first component by substance-to-substance bonding in order to produce the torque-transmitting connection. The first component and/or the second component at least partially form a housing. The enclosed element projects axially on both sides out of the material of the second component and at least one side of the enclosed element which projects axially has at least one balancing element and/or at least one balancing recess.

Drive train device for a motor vehicle and production process for a drive train device

A drive train device for a motor vehicle is disclosed. The drive train device has at least one component which is included for the purpose of transmitting a torque, and at least one cast-in element which is partially cast into the component, which is included for the purpose of transmitting the torque, where the component and the cast-in element are made of different materials. The drive train device has a sealing device which is included for the purpose of sealing a junction between the component and the cast-in element.

Drive train device for a motor vehicle

A centrifugal-force pendulum device having a pendulum flange and at least two pendulum masses fastened on both sides of the pendulum flange by means of a spacer bolt received in a cut-out of the pendulum flange to form a pendulum mass pair, wherein the pendulum mass pair is guided and pivoted in a limited manner with respect to the pendulum flange by means of at least two rolling elements, and the rolling elements are received and roll in guide tracks in the pendulum masses and in complementarily shaped guide tracks in the pendulum flange, and wherein the spacer bolt is equipped, in its axial region which reaches through the cut-out in the pendulum flange, with damping means for damping contact of the spacer bolt against the cut-out, and compression of the damping means is limited by contact of a rolling element against the guide track which receives the rolling element.

Centrifugal-force pendulum device

A method for non-releasable fixing of at least one component to a further component is provided in which a hot rivet is introduced into an opening of the at least one first component and an end face of a shank of the hot rivet is welded to a surface of the further component. Subsequently, with plastic deformation of the hot rivet, the shank of the hot rivet is compressed until a head of the hot rivet lies with a pre-stressing force at least in areas on a surface of the at least one component. The pre-stressing force, with which the head of the hot rivet lies at least in areas on the surface of the at least one component, is adjusted to a predefined value.

Method for non-releasable fixing of one component to a further component

In a torque converter device for a motor vehicle having a single-piece housing element which, for drivingly interconnecting a torque converter and an internal combustion engine, wherein the housing element forms a disk carrier accommodating at least one disk of a separating clutch which is provided for mechanically connecting and disconnecting the internal combustion engine to and from the torque converter device, the housing element is provided with at least one actuating piston receptacle forming a pressure chamber with an actuating piston disposed therein for actuating the separating clutch.

Torque converter device for a motor vehicle

Growing community of inventors

Esslingen, Germany

Tobias Schuster