Gkn Automotive Ag

Getrag Driveline Systems Gmbh

Gkn Automotive Gmbh

Uni-Cardan Aktiengesellschaft

Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg

Getrag B.v. & Co. Kg

Werner Hoffmann

Miloslav Petrzelka

Hans-Peter Nett

Theodor Gassmann

Robert Genway-Haden

John A Barlage

Richard D Frazer

Philip Hutula

Werner Krude

Karl-Heinz Muller

Michael Höck

Bernd Oberhausen

Jan Potulski

Thomas Schafferus

Michael Hoeck

Matthias Adelt

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 drive train of a vehicle is disclosed which comprises a permanently driven primary axle and a secondary axle connectable to the primary axle via a switch-on device with a switch-on mechanism, whereby the secondary drive train output via side shaft couplings is transferred to the drive wheels of the secondary axle. Because the switch-on mechanism and/or the side shaft couplings have frictionally engaged couplings, it can be that when the secondary axle is uncoupled, the shutdown section of the secondary drive train located between the switch-on device and the side shaft couplings is uncoupled both from the primary axle and from the secondary drive wheels, such that there is no more power loss in this shutdown section, whereby connecting the secondary drive train during travel is possible all the same and losses in comfort and practicability do not have to be tolerated.

Drive train for a vehicle with connectable secondary axle

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.

Axle drive unit for a drive train

A drivetrain for a motor vehicle has a friction clutch for transmitting drive torque for the motor vehicle and has an actuator arrangement for actuating the friction clutch. The actuator arrangement has a first actuator which is designed to close the friction clutch quickly with little force expenditure in order to thus quickly close up the play which is present in the open state of the friction clutch. The actuator arrangement has a second actuator which is designed such that, with a small stroke, it applies a large force for actuating the friction clutch in order to keep the friction clutch closed with little energy expenditure.

Drivetrain for a motor vehicle

An all wheel drive system for a motor vehicle comprising a front differential, a pair of front halfshaft assemblies operatively connected to the front differential whereby the front differential supplies torque to the pair of front half shaft assemblies, each of the pair of front half shaft assemblies connected to a respective front wheel, a power takeoff unit operatively connected to the front differential, a constant velocity joint connected to the power takeoff unit whereby the front differential supplies torque to the constant velocity joint through the power takeoff unit, a first propshaft having a first end and a second end, the first end connected to the constant velocity joint, a plunging constant velocity joint connected to the second end of the first propshaft, a second propshaft having a first end and a second end, the first end connected to the plunging constant velocity joint, a universal joint having a first end and a second end, the first end of the universal joint connected to the second end of the second propshaft, a self contained speed sensing torque transfer device connected to the second end of the universal joint such that torque is selectively transferrable when the self contained speed sensing torque transfer device is engaged, the self contained speed sensing torque transfer device including, a hub connected to a first set of friction plates, the hub also connected to the second end of the universal joint, a housing connected to a second set of friction plates whereby the first and second set of friction plates are disposed in a selectively interconnecting relationship; a piston located adjacent the first and second set of friction plates, a self contained shear pump for generating a pressure proportional to the speed difference between the hub and the housing, the pump comprising, a feed disc affixed to the hub, a fluid reservoir, a pump disc affixed to the housing and in fluid communication with the fluid reservoir, the pump disc having a circumferential pumping groove and at least one connecting hole forming a shear channel with the feed disc, the pump generating pressure on the piston at a set speed difference such that the piston transmits pressure to the first and second set of friction plates and torque is thereby transferable from the first set of friction plates to the second set of friction plate thereby transferring torque to the housing, a rear differential connected to the housing of the speed sensing torque transfer device, and a pair of rear halfshaft assemblies operatively connected to the rear differential for transferring torque to the rear halfshaft assemblies, each of the rear halfshaft assemblies connected to a respective rear wheel whereby under normal operating conditions the all wheel drive system provides substantially all torque to the front differential, and in a slip condition when either of the front wheels begins to slip the front differential rotates at a higher speed than the rear differential and the self contained speed sensing torque transfer device engages thereby providing torque to the rear differential until the slip condition is resolved whereupon substantially all torque is transferred back to the front wheels.

Torque arm assembly for a motor vehicle

An all wheel drive system for a motor vehicle comprising a front differential, a pair of front halfshaft assemblies operatively connected to the front differential whereby the front differential supplies torque to the pair of front half shaft assemblies, each of the pair of front half shaft assemblies connected to a respective front wheel, a power takeoff unit operatively connected to the front differential, a constant velocity joint connected to the power takeoff unit whereby the front differential supplies torque to the constant velocity joint through the power takeoff unit, a first propshaft having a first end and a second end, the first end connected to the constant velocity joint, a plunging constant velocity joint connected to the second end of the first propshaft, a second propshaft having a first end and a second end, the first end connected to the plunging constant velocity joint, a universal joint having a first end and a second end, the first end of the universal joint connected to the second end of the second propshaft, a self contained speed sensing torque transfer device connected to the second end of the universal joint such that torque is selectively transferable when the self contained speed sensing torque transfer device is engaged, the self contained speed sensing torque transfer device including, a hub connected to a first set of friction plates, the hub also connected to the second end of the universal joint, a housing connected to a second set of friction plates whereby the first and second set of friction plates are disposed in a selectively interconnecting relationship; a piston located adjacent the first and second set of friction plates, a self contained shear pump for generating a pressure proportional to the speed difference between the hub and the housing, the pump comprising, a feed disc affixed to the hub, a fluid reservoir, a pump disc affixed to the housing and in fluid communication with the fluid reservoir, the pump disc having a circumferential pumping groove and at least one connecting hole forming a shear channel with the feed disc, the pump generating pressure on the piston at a set speed difference such that the piston transmits pressure to the first and second set of friction plates and torque is thereby transferable from the first set of friction plates to the second set of friction plate thereby transferring torque to the housing, a rear differential connected to the housing of the speed sensing torque transfer device, and a pair of rear halfshaft assemblies operatively connected to the rear differential for transferring torque to the rear halfshaft assemblies, each of the rear halfshaft assemblies connected to a respective rear wheel whereby under normal operating conditions the all wheel drive system provides substantially all torque to the front differential, and in a slip condition when either of the front wheels begins to slip the front differential rotates at a higher speed than the rear differential and the self contained speed sensing torque transfer device engages thereby providing torque to the rear differential until the slip condition is resolved whereupon substantially all torque is transferred back to the front wheels.

All wheel drive system for a motor vehicle

A driveshaft using the longitudinal drive line of a motor vehicle has a tubular shaft with end portions and attachment elements which improve energy absorption in the event of a collision. The shaft is adapted to the crash characteristics of the vehicle in question with energy absorption by the shaft being provided in those cases where the energy absorption by the vehicle has reached a minimum value and after a predetermined vehicle deformation travel wherein the level of energy absorption by the tubular shaft is subject to change.

Energy absorbing driveshaft connections

A resilient central bearing such as for a propeller shaft for motor vehicle drives, having a roller bearing held in a housing which is disclosed and claimed. A bracket for being secured to the motor vehicle body holds the bearing. The inner bearing race of the roller bearing is associated with a carrying ring having resilient member for receiving the shaft to be supported.

Resilient central bearing for a propeller shaft

A resilient shaft coupling includes a annular member constructed of a hexagonal resilient joint disc and at least one attaching element which includes a plurality of flange arms. The resilient joint disc includes attaching regions at its corners provided with axial connecting element bores. The straight sides of the joint disc are provided with thin web regions which permit elastic deformation.

Resilient shaft coupling designed as a composite part and method of

The invention relates to a locking connection for transmitting torque in driveshafts and the like. An internally and/or externally positioned metallic connecting element having a hub journal is inserted into or slid onto a tubular shaft made of a fiber composite material. The wall of the hub journal is radially plastically deformed, its surface being made to establish a locking connection with a surface of the shaft.

Connection between a tubular shaft made of a fiber composite material

A connecting assembly for use in the propeller shaft in the driveline of a motor vehicle between the end of a tubular shaft preferably made of a fiber composite material, and a connecting piece positioned coaxially relative to the shaft end. The shaft and connecting piece have connecting members which inter-fit in the circumferential direction. The tubular shaft is designed to sustain without damage greater impacting force in the longitudinal axial direction than is required to displace the connecting piece relative to the shaft in said direction. In the longitudinal direction, the shaft is provided with a variable wall thickness and the connecting piece is provided with an expanding cone for destroying the shaft in the event that the connecting piece slides relative to the shaft.

Self-destructing coupling assembly for use in propeller shafts of motor

An assembly of a tubular shaft member (3) preferably of fiber-reinforced plastics material and a hub member (1), the hub member having formations (5, 6) which engage the internal surface of the shaft member, and further having a surface between the formations so as to define an annular space. Passages communicate with such space at the end thereof of greatest resistance to adhesive flow, for injection of adhesive into the space and release of air therefrom, the configuration of the space causing a flow of adhesive during injection thereof which effectively drives all air out of the space. The space is configured, e.g. by being of varying radial dimension, to provide an increasing resistance to flow of adhesive in the space from one end of the space to the other.

Assembly of shaft and hub member

A drive shaft of hollow form and of fibre-reinforced plastics material, has an end provided with an integral radially inwardly extending flange and one or more connecting members for effecting torque transmission with such flange. The flange may have a single central bush or the like, or a number of circumferentially distributed bushes, bolts or pins for torque transmission. Further a method of manufacturing such a drive shaft by fibre winding includes chordal winding of fibres to provide the flange, and a device for forming the flange during the winding process.

Drive shaft of fibre-reinforced plastic material

A joint between a pair of longitudinal members, one of which is formed of fiber-reinforced plastic having fibers wound at a fiber angle .alpha. taken relative to a longitudinal angle of the member, and the other of which is made of metal, e.g., steel. The plastic member is formed with an integral flange extending at a flange angle .beta. and the other member is formed with a flange having a frustoconical surface in abutment with the flange of the plastic member. The relationship .beta..ltoreq..alpha. is maintained to ensure that the flange on the plastic member is wound on a geodetic plane thereby becoming nonslip.

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Siegburg, Germany

Werner Hoffmann