Zf Friedrichshafen Ag

Mannesmann Sachs Ag

Dr. Ing. H.c. F. Porsche Aktiengesellschaft

Andreas Ratte

Christian Sibla

Lutz Leimbach

Thomas Wirth

Wolfgang Grosspietsch

Jens Dorfschmid

Matthias Reisch

Markus Herrmann

Alexander Markow

Angelika Ebert

Michael Roske

Thomas Dögel

Peter Frey

Timo Wehlen

Andreas Orlamünder

Alexander Bartha

Dieter Kraxner

Juergen Wafzig

Jürgen Wafzig

Gerald Viernekes

Steffen Matschas

Michael Kühner

Arthur Schröder

Reinhard Deppert

Mathias Kopp

Klaus Reuter

Stephan Stroph

Reiner Voss

Wolfgang Großpietsch

Henrik Schrage

Robert Reiser

Sven Ludsteck

Ingo Franz

Martin Fuchtner

Thomas Goppner

Peter Fenn

Alexander Horst

Jürgen Buhlheller

Michael Kneuer

Ralf Steinfeldt

Heinz Bertels

Florian Schöneich

Stefan Schmidt

Martin Kaufmann

Christian Schneider

Ernst Bartels

Willi Giesenkirchen

Patrick Gutmann

A constructional unit for a hybrid powertrain of a motor vehicle includes: an electric machine with a stator and a rotor, wherein the rotor is configured to transmit a torque to the powertrain; a clutch arrangement with at least one clutch actuation unit, wherein the clutch arrangement is configured to decouple an internal combustion engine from the powertrain, the internal combustion engine being provided parallel to the electric machine for transmitting a torque; and a vibration absorber apparatus configured to reduce vibrations in the powertrain. The clutch actuation unit is arranged axially substantially radially within the vibration absorber apparatus.

Structural unit for a hybrid powertrain

A hybrid drive module () which is constructed to transmit a torque from an input side () to an output side () includes a torsional vibration damper () which is coupled to the input side () and which works at least partially on the principle of power splitting, a disconnect clutch () which is coupled to the torsional vibration damper () and to the output side () and which is constructed to interrupt a torque flow from the input side () to the output side (), and an electric drive component () which is coupled to the output side () and which is arranged so as to introduce a torque component provided by the electric drive component () into the torque flow downstream of the disconnect clutch ().

Hybrid drive module and powertrain

A drive unit for a motor vehicle includes an electric machine which has a stator, a rotor and clutch for producing a rotary driving connection of the rotor to a drive element. The clutch has a release member which is axially displaceable by an actuating device arranged at least partially in a receiving space surrounded by the stator. The actuating device has an electric actuator drive motor and an actuator drive shaft directed transverse to the axis of rotation of the drive unit. The actuator drive shaft is operatively connected to a release arrangement which includes a rotatable input element which is fixed axially relative to the release member and an output element which is axially displaceable relative to the input element and which is operatively connected to the release member.

Drive unit for a motor vehicle with an electric machine and a clutch

A hybrid drive arrangement for a vehicle with an internal combustion engine for driving, under engine power, and at least one electric machine (), for electric driving, and with a double-clutch transmission. The electric machine () can be separated from the internal combustion engine by at least one separator clutch (), in the form of a wet-operating, hydraulically actuated disk clutch. The outer disk carrier () of the separator clutch () and the outer disk carriers (A) of the two double clutches, of the double-clutch transmission, are connected and mounted on the transmission housing ().

Hybrid drive arrangement

A drive unit includes an internal combustion engine with a driven shaft, a transmission with an input shaft, and an electric machine arranged between the internal combustion engine and the transmission and comprising a stator and a rotor which can be coupled at least indirectly to the driven shaft of the internal combustion engine and to the transmission input shaft in order to transmit torque. The drive unit includes a clutch arranged in the torque transmission path between the internal combustion engine and the transmission. To facilitate the decoupling of rotational irregularities occurring in the drivetrain of the hybrid vehicle the drive unit has a first torsional damper and a second torsional damper, and at least the rotor of the electric machine is arranged within a torque transmission path formed between the torsional dampers.

Drive unit for a hybrid vehicle

An actuating device for applying actuating forces in a friction clutch device for engaging and disengaging a friction clutch assembly of the friction clutch device. The torque transmission device comprises the actuating device for transmission of torque between a drive unit and a transmission which also includes the friction clutch device. A method for installing a torque transmission device of this type. Various aspects relate to setting of a pre-load on a bearing of the actuating device, setting an over-dead-point configuration for a compensation spring associated with at least one rotary member of the actuating device, setting a rotation movement range for the rotary member and/or an axial movement range for an actuating element which can be displaced axially by rotation movement imparted to the rotary member, and producing either a normally engaged or disengaged characteristic in a normally-engaged or normally-disengaged friction clutch assembly with the compensation spring.

Actuating device for a friction clutch device and torque transmission device formed by the same

An automatic transmission, especially for a motor vehicle, having a plurality of torque transmission paths which can be selectively activated for torque transmission. The torque transmission paths have different transmission characteristics and, based on their transmission characteristics, can be ordered in a sequence of torque transmission paths has a clutch arrangement by which at least one of the torque transmission paths can be activated. It is provided that the clutch arrangement has a clutch unit which is associated with a group of torque transmission paths and by which a torque transmission path of a group of torque transmission paths can be selectively activated. A plurality of groups of torque transmission paths are provided, each group having only one individual torque transmission path, or a plurality of groups of torque transmission paths are provided, at least one group having a plurality of torque transmission paths, or a plurality of groups of torque transmission paths are provided, at least one group having an individual torque transmission path and at least one additional group having a plurality of torque transmission paths. At least one group of torque transmission paths, insofar as it includes a plurality of torque transmission paths, has only torque transmission paths which do not immediately follow one another in sequence.

Automatic transmission

An actuating device for automatic operation of a gear change in a transmission that produces a change in predetermined translation ratios of the gear change transmission in any desired sequence comprises first and second drives that are in active connection with a selector shaft. The first drive is connected to the selector shaft via a guide mechanism which comprises at least one constraint guide that corresponds to a shifting path. The second drive is in active connection with the selector shaft for providing an operating force in the axial direction and an operating force in the circumferential direction of the selector shaft. The resulting movement depends on the operating position of the guide mechanism.

Actuating mechanism for the automatic operation of a gear-shift in a transmission

Adjusting device for the automatic operation of a gear-change device with a shifting shaft associated with linear drives to introduce a rotational and a translatory movement. To convert an introduced translatory movement into a rotational movement, the linear drive provided to introduce rotational movement is actively connected to the shifting shaft by an articulated connection having two support elements that are urged toward each other by a prestress force and an articulated element actively connected in a force locking position between the two support elements by the prestress force.

Adjusting device for the automatic operation of a gear-change device

An actuating device for the automatic actuation of a transmission includes at least two actuating units whose driven parts can be driven in a translatory movement by which a transmission shaft of the transmission can be driven in rotary and translatory movement for gear selection and accelerator selection. The driven parts which can be driven in translatory movement cooperate with a lever element which is connected with the transmission shaft and which is mounted in an articulated manner by means of at least one joint.

Actuating device for automatic actuation of a transmission

An adjusting device for operating a friction clutch is brought into active connection with the friction clutch via an output device driven by a drive. The output device includes a compensation device that compensates for a wear-induced position change of the pressure spring of the friction clutch by permitting a length change of the output device. For this purpose, the compensation device includes a fixing device that secures the relative positions of the components of the output device to each other. The fixing device is releasable in a predetermined operating state of the adjusting device by a control element. When released, the fixing device allows the relative movement between the components of the output device required to implement the length change of the output device.

Adjusting device for activation of a friction clutch

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Dittelbrunn, Germany

Andreas Ratte