The invention relates to a friction ring, in particular for wet-running clutches or transmissions, having a carrier (10) and a friction lining (12) with a friction lining starting material (20) being a mixture at least of a thermosetting binder and a filler, and with the friction lining starting material (20) having a non-flowable, pasty processing consistency and the friction lining (12) having a solid final consistency after processing on the carrier (10). The invention further relates to a method producing such a friction ring.

A synchronizing ring for a synchronizer having an inner ring. The synchronizing ring is designed to be arranged outside of and to abut against the inner ring for achieving friction between an outer surface of the inner ring and an inner surface of the synchronizing ring during synchronization. The synchronizing ring has a plurality of through holes extending from the inner surface to an outer surface of the synchronizing ring for evacuation of oil from the interface between the inner ring and the synchronizing ring.

A hybrid powertrain may include an engine input shaft connected to an engine by a main clutch, a motor input shaft mounted coaxially with the engine input shaft and connected to a motor, a center synchronizer installed to interrupt connection between the engine input shaft and the motor input shaft, first and second output shafts mounted parallel to the engine input shaft, a variable driving gear provided on the motor input shaft to maintain or increase a rotation speed of the motor input shaft and then to transmit the maintained or increased rotation speed to the first output shaft, and plural external gear pairs installed to form different transmission gear ratios between the engine input shaft and the first output shaft and between the engine input shaft and the second output shaft.

An in-vehicle control apparatus is configured to execute a collision degree calculation process of, when it is determined that gear rattle occurs, calculating a collision degree that indicates a magnitude of a collision between a sleeve chamfer and a gear chamfer based on a rotation speed difference between a sleeve and an idler gear, execute an index value calculation process of calculating an index value that correlates with wear and tear of the sleeve chamfer and the gear chamfer based on the collision degree that is calculated each time it is determined that gear rattle occurs, and execute a wear and tear degree calculation process of calculating a degree of wear and tear of the sleeve chamfer and the gear chamfer by integrating the index value that is calculated each time it is determined that gear rattle occurs.

A synchronizing ring for a synchronizer of a transmission. The inside of the synchronizing ring being provided with a plurality of cams and corresponding recesses between the cams for receiving a plurality of axial protrusions of a further synchronizing ring. An inner radial surface of each cam is provided with a plurality of grooves for transportation of oil.

In a jaw-type gearshift for an at least two-stage gearbox, which is in particular electromotively driven, a ring-shaped shifting gate with a sliding block guide is provided, which has axially protruding shifting jaws and is in shifting contact by means of a shifting finger arranged on the sliding sleeve and engaging in the sliding block guide. In a method for shifting the jaw-type gearshift, the shifting jaws are coupled into corresponding receptacles of the gear wheels in that the shifting gate is moved axially relative to the sliding sleeve and the rise of the sliding block guide.

In a jaw-type gearshift for an at least two-stage gearbox, which is in particular electromotively driven, a ring-shaped shifting gate with a sliding block guide is provided, which has axially protruding shifting jaws and is in shifting contact by means of a shifting finger arranged on the sliding sleeve and engaging in the sliding block guide. In a method for shifting the jaw-type gearshift, the shifting jaws are coupled into corresponding receptacles of the gear wheels in that the shifting gate is moved axially relative to the sliding sleeve and the rise of the sliding block guide.

A shifting group for a drive train of a motor vehicle for coupling and decoupling a drive shaft of a drive train as required, with an actuator for actuating a blocking element, a selector rod and a selector fork which is connected to the selector rod. The first drive shaft and the second drive shaft are arranged coaxially with respect to one another, the blocking element blocks an axial displacement of the selector rod in a first switching position and enables said axial displacement in a second switching position, the selector fork engages into a groove of one of the drive shafts, an actuation of the shifting group brings about an axial displacement of a drive shaft, and a clutch between the first drive shaft and the second drive shaft is opened or closed by way of the axial displacement of the selector fork.

A dog clutch engagement method of an electric four-wheel drive vehicle includes steps of: when dog clutch engagement is requested during driving, determining a target synchronization speed of the input gear to be a sum of an estimated speed and an offset speed of the output gear; operating a drive unit so that an input gear follows the target synchronization speed; when an actual speed of the input gear reaches the target synchronization speed, moving a sleeve to a meeting position at which the sleeve is in contact with the input gear; and when the actual speed of the input gear is synchronized with an actual speed of the output gear, transporting the sleeve to an engagement position at which the input gear and the output gear are coupled.

A clutch includes a drive disc, a driven disc, and a friction plate unit capable of engaging or disengaging the drive disc with or from the driven disc, the friction plate unit including a first friction plate assembly and a second friction plate assembly, the clutch further including a pressing unit configured to engage or disengage the drive disc with or from the driven disc selectively by the first friction plate assembly alone or by a combination of the first friction plate assembly and the second friction plate assembly. Such an arrangement enables the clutch to select an appropriate number of friction plates as required for engagement, solving the problem that in existing multi-plate clutches, it is impossible to select an appropriate number of friction plates to participate in work to make the clutches obtain optimal performance according to different working conditions of the automobile.