The disclosure describes a clutch assembly that includes a first clutch element coupled to an input shaft and including a first clutch element friction surface; a second clutch element coupled to an output shaft, and a brake clutch coupled to a stationary component. The second clutch element includes a first friction surface configured to engage the first clutch element friction surface and a second friction surface opposite the first friction surface. The second clutch element is configured to move relative to the first clutch element to engage and disengage the first friction surface and the first clutch element friction surface. The brake clutch includes a brake clutch friction surface configured to engage the second friction surface of the second clutch element when the first clutch element and the second clutch element are disengaged.

A hybrid module for a powertrain of a motor vehicle includes a rotational axis defining an axial direction, a housing, first and second support bearings, an intermediate shaft, a separating clutch, and a sensor device. The second support bearing is arranged at a distance from the first support bearing in the axial direction to form a receiving space therebetween. The intermediate shaft is mounted by the first support bearing and the second support bearing to be rotatable relative to the housing about the rotational axis. The separating clutch has a rotary component arranged to be coupled to an electric machine, and connected for conjoint rotation with the intermediate shaft. The sensor device includes at least one part arranged in the receiving space.

A hybrid module includes a hybrid module housing which forms a housing interior divided by a partition. The housing interior includes at least one chamber designed as a dry space which is separated from a wet region by the partition, wherein the hybrid module has an electric machine and a first clutch device, in particular a separating clutch, in the dry space and has a second clutch device, in particular a dual clutch apparatus, in the wet region. An output side of the first clutch device is mechanically coupled to the input side of the second clutch device by an intermediate shaft, wherein the intermediate shaft is supported at least radially on the partition via at least one bearing unit.

A clutch control method for a vehicle includes: increasing, by a controller, a clutch torque to a refill execution torque at a predetermined first inclination when a predetermined first reference time period has elapsed in a micro-slip state of a clutch; increasing, by the controller, the clutch torque to a refill torque at a predetermined second inclination to initiate refilling of a pressure chamber of a hydraulic-driving actuator with oil in a reservoir tank when the clutch torque reaches the refill execution torque; and maintaining the clutch torque at the refill torque during a predetermined second reference time period.

A clutch device includes a main clutch, a pilot clutch, and an inner cage. The main clutch has a friction pack, a pressure device for pressing the friction pack, and a ramp system for moving the pressure device. The pilot clutch is for transmitting torque to the ramp system and can be opened and closed by moving the counter-plate. The pressure device can be moved by the counter-plate. The friction pack is mechanically connected to the inner cage and an outer cage. The ramp system includes a first ramp element arranged on the inner cage, a freewheel, and a second ramp element. The freewheel blocks rotary movement of the first ramp element in a first rotational direction and allows rotary movement in an opposite rotational direction. The first and second ramp elements, and the pilot clutch, are mechanically connected to the inner cage when the pilot clutch is closed.

A torque transmission arrangement includes a cylindrical friction element carrier and a snap-ring, the friction element carrier carries a pressing plate and a reaction plate of an outer friction-based torque-transmission mechanism rotationally secured to an outer surface and a pressing plate and a reaction plate of an inner friction-based torque-transmission mechanism rotationally secured to an inner surface. The friction element carrier includes through-holes distributed around the circumference of the friction element carrier. The snap-ring includes radial projections distributed around the inner or outer circumference of the snap-ring and configured to extend through said through-holes when the snap-ring is mounted on the friction element carrier, such that the snap-ring protrudes in a radial direction beyond both the inner and outer surfaces of the friction element carrier for retaining the inner and outer reaction plates of the inner and outer friction-based torque-transmission mechanisms on the friction element carrier.

A hybrid module for the transmission of torque in a drive train of a vehicle having a transmission. The hybrid module received in a housing has a first electric motor, a first clutch, which can be actuated by a first clutch actuation unit, and has a first multiple clutch disc assembly, first clutch input and first clutch output, and a bulkhead fastened to the housing. The bulkhead is arranged axially between the first clutch and the transmission and can be releasably connected to the housing. A transmission unit in a drive train of a vehicle having such a hybrid module and at least one first brake of a transmission, wherein the first brake is a first support element fixed to the housing and has a first rotary element which can be braked by the first brake. The first support element is connected in a rotationally fixed manner to or configured in one piece from the bulkhead.

A drive train for a hybrid motor vehicle having a gearbox input shaft operatively connected to a first electric machine and an internal combustion engine via a first partial drive train to transmit torque and which is operatively connected to a second electric machine via a second partial drive train to transmit torque. The second electric machine is permanently connected to the gearbox input shaft for torque transmission and the first electric machine and the internal combustion engine can be connected to the gearbox input shaft in a coupleable manner to transmit torque. The first electric machine and the second electric machine are arranged coaxially to one another, and driven shaft of the first electric machine is arranged radially inside a driven shaft of the second electric machine. The driven shaft of the first electric machine is mounted on the driven shaft of the second electric machine via a bearing.

A housing of a solenoid valve unit for controlling a central clutch actuator of a utility vehicle is configured for installation in a transmission housing, preferably in a clutch case, and for accommodating at least one solenoid valve. The housing has an elongate housing shape that is curved along its longitudinal direction to enable installation in tight spaces.

A drivetrain unit for a motor vehicle comprises a hybrid module, which includes an electric machine having a stator and a rotor, with at least two clutches having clutch parts that are respectively connectable to one another. A rotor carrier is provided, to which the rotor is attached and to which in each case one clutch part of the at least two clutches is connected for conjoint rotation therewith. A transmission device interacts with the hybrid module by a first transmission input shaft and the rotor carrier is mounted on the first transmission input shaft so as to be rotatable relative thereto.