Zf Friedrichshafen Ag

Zf Batavia L.l.c.

Zf Freidrichshafen Ag

Armin Gierling

Peter Ziemer

Walter Hecht

Gert Bauknecht

Klaus Steinhauser

Frank Worms

Bernd Zänglein

Stéphane Klein

Stefan Beck

Peter Tiesler

Matthias List

Tobias Miller

Hans-Dieter Hengstler

Thilo Schmidt

Christian Popp

Franz-Josef Schuler

Friedemann Jauch

Florian Weinl

Horst Leichsenring

Patrick Speicher

Julia Klein

Bernd Austermann

Holger Bacher

Michael Kiefer

Frank Sauter

Tobias Rolser

Dirk Leutheuser

Berthold Schraff

Johannes Fischer

Andreas Jauch

Thomas Fichtinger

Andreas Paul

Wolf-Dieter Schmid

Sebastian Deeg

Arthur Strehlau

Juergen Igelmaier

Norbert Inerle

Helmut Hofst&auml;tter

A device for operating a parking lock () of a transmission () includes an engagement spring () for engaging the parking lock (), a hydraulic actuator () for disengaging the parking lock (), an electrohydraulic control unit () for hydraulically actuating the actuator (), and an electronic control unit () for electrically actuating the actuator () and the electrohydraulic control unit (). The actuator () includes a hydraulic piston () operatively connected to the parking lock (), is actuatable by system pressure (P_sys) of the electrohydraulic control unit () via a pressure line () upon disengagement of the parking lock (), and is mechanically interlockable by an interlocking device (). A choke unit () includes an orifice () and a non-return valve () and is installed in the pressure line () downstream from the hydraulic piston ().

Device for operating a parking lock of a motor vehicle transmission

A lever () for the temporary disengagement of a parking lock () of a vehicle drive unit (). The lever () comprises a fixing piece () for fitting the lever () onto a parking lock shaft (), which extends inside the vehicle drive unit () and serves to actuate the parking lock (). The lever () is a hand lever with a gripping handle (). The gripping handle () is designed to enable a user to apply a manual force for manual actuation of the lever (). When the lever () is fitted on the parking lock shaft () and moved, the parking lock shaft () is moved from an engagement position to a disengagement position. In the disengagement position, by further movement of the gripping handle () into a locking position, the lever () is blocked against a reverse movement out of the disengagement position.

Hand lever to provisionally disengage a parking lock by hand

A parking lock includes a locking pawl () and an interlocking element () arranged on a connecting bar () to a selector lever (). The end of the connecting bar () facing away from the interlocking element () is articulatedly connected to the selector lever (). A hydraulically actuatable actuator () includes two pistons () provided for disengaging the parking lock. During normal operation, a detent device (), which is actuatable by an electromagnet (), locks the first piston () in a piston position corresponding to an engaged condition (P_ein) or a disengaged condition (P_aus). Without requiring activating the electromagnet () to release the detent device (), the parking lock, during normal operation, is manually disengagable with an emergency disengagement device () acting upon the second piston () and is manually engagable with an emergency engagement device () acting upon the detent device ().

Parking lock for an automatic transmission in a motor vehicle

A parking lock arrangement with an actuating device for engaging and disengaging a parking pawl () for interlocking and releasing a parking interlock gear () includes an axially movable actuating rod () with an axially displaceable actuating element () on an end facing the parking pawl (). During the engagement and disengagement of the parking lock, an actuating contour () of the actuating element () is in contact with an actuating zone () of the parking pawl () and with a support contour () of a housing-affixed guide element (). The actuating contour () is designed to be rotationally symmetrical with respect to a longitudinal axis () of the actuating element () and extends along this longitudinal axis (). The actuating contour () is a circular arc as viewed in the direction of the longitudinal axis () of the actuating element ().

Parking lock arrangement

An automatic transmission with housing, input shaft, output shaft, four planetary gear sets, and six shift elements. Second element of second planetary gear set forms first shaft; second element of third planetary gear set forms second shaft; first elements of first and second planetary gear sets form third shaft; third element of third planetary gear set forms fourth shaft; second element of first planetary gear set and third element of second planetary gear set form fifth shaft; third element of first planetary gear set forms sixth shaft; first elements of third and fourth planetary gear sets form seventh shaft; and third element of fourth planetary gear set forms eighth shaft. First shift element is between third shaft and housing; second shift element is between fourth shaft and housing; third shift element is between second and eighth shafts; fourth shift element is between fourth and fifth shafts; fifth shift element is between fifth and seventh shafts; sixth shift element is between sixth and seventh shafts.

Automatic planetary transmission

An automatic transmission includes first shaft, second shaft, four planetary gear sets, and six shift elements for forming different gear ratios between the first and second shafts. The first, third and fourth planetary gear sets are negative planetary gear sets and the second planetary gear set is a positive planetary gear set. The planetary gear carriers of the first, second, and fourth planetary gear sets are connected and form the first shaft. The planetary gear carrier of the third planetary gear set forms the second shaft. First shift element is between a third shaft and the housing; second shift element is between a fourth shaft and the housing; third shift element is between second and eighth rotatable shafts; fourth shift element is between fourth and sixth rotatable shafts; fifth shift element is between fifth and seventh rotatable shafts; and sixth shift element is between sixth and the seventh rotatable shafts.

A method of automatically engaging a parking lock or an automatic or automated gearbox of a motor vehicle, which can be engaged depending on a drive position selected by the driver of the motor vehicle, by way of a selector device and depending on other operating parameters. In order to achieve as little restriction of the drivability of the motor vehicle as possible, without neglecting the safety of the driver and surroundings, two different complex embodiments of an Auto_P function for automatically engaging the parking lock are proposed, if the motor vehicle is at least approximately stopped and, at the same time, an ignition circuit acting on the drive motor of the motor vehicle is electrically interrupted.

Method for automatically engaging a parking lock of an automatic or automated gearbox of a motor vehicle

A method of automatically controlling a neutral position and parking lock of an motor-vehicle transmission to immobilize the vehicle depending on a drive position of the transmission selected by the driver with a selector device and subject to other operating parameters of the motor vehicle. Only when simultaneously the vehicle is essentially stationary, an ignition circuit is electrically interrupted and the selector device is in a 'Neutral' position, can an Neutral-holding phase be activated, in which the transmission is in a non-frictionally engaged neutral position as long as the parking lock of the transmission has not yet been engaged. If the Neutral-holding phase has not been activated, the transmission remains non-frictionally connected in the Neutral position until the driver at least intends to exit the vehicle, at which time the parking lock of the transmission is automatically engaged.

Method for automatically controlling a neutral position and a parking lock of a motor vehicle transmission

A method of automatically engaging a parking lock of an automatic or automated transmission of a motor vehicle, which can be engaged by way of a selector device depending on a drive position selected by the driver of the motor vehicle and depending on other operating parameters. In order to achieve as little restriction of the drivability of the motor vehicle as possible, without neglecting the safety of the driver and the surroundings, five different variation of an Auto-P function are proposed for automatically engaging the parking lock: two of these variations are associated with an electrically interrupted ignition circuit of the motor vehicle; two variations are associated with an electrically closed ignition circuit and a simultaneously stopped vehicle drive motor and one variations is associated with an electrically closed ignition circuit and a simultaneously operating drive motor.

Method for automatically engaging a parking lock of an automatic or automated transmission of a motor vehicle

A method of selecting a neutral position of an automatic or automated transmission and a parking gear to immobilize a motor vehicle. The neutral position and parking device can be set or activated, depending on a gear selected by the driver with a selector device and depending on other vehicle operating parameters. Only when the motor vehicle is at least substantially stationary, an ignition circuit acting on the drive motor vehicle is electrically interrupted and a 'Neutral' (N) gear is selected by a selector device occur simultaneously, can an N-holding phase, in which the transmission is in a friction-free neutral position, be activated by a separate control device provided in addition to the selector device, as long as an energy management system of the motor vehicle allows activation of the N-holding phase.

Method for selecting a neutral position of a motor vehicle transmission and for selecting a parking gear of a motor vehicle

The invention concerns a method for the automatic control of a neutral position and a parking lock of an automatic or automated motor vehicle transmission, such that the neutral position and the parking lock of the transmission provided in order to immobilize the motor vehicle can be engaged as a function of a drive setting selected by the driver of the motor vehicle using a selector device, and as a function of other operating parameters of the vehicle. In addition, the invention concerns a motor vehicle controlled by the method. It is proposed that a N-holding phase in which the transmission is in a friction-force-free neutral position can be activated by way of a separate operating device provided in addition to the selector device, only when the motor vehicle is at least almost at rest and at the same time an ignition circuit that acts upon a drive motor of the motor vehicle is electrically interrupted, and at the same time a drive setting 'Neutral' (N) is set by way of a selector device, and so long as the parking lock of the transmission has not yet been engaged.

Method for the automatic control of a neutral position and a parking lock of a motor vehicle transmission

A method for selecting a neutral position of a transmission and for selecting a parking device intended for immobilizing a vehicle, wherein the neutral position and the parking device can be engaged or actuated as a function of a position chosen by the driver on a selector device and as a function of other vehicle operating parameters. It is proposed that only if the vehicle has come approximately to a stop and simultaneously an ignition circuit acting on a driving motor of the vehicle is electrically interrupted and simultaneously a 'Neutral' position is specified by way of the selector device, an N-holding phase, in which the transmission is in a neutral position having no frictional connection, can be activated by way of a separate control device provided in addition to the selector device, as long as an energy management system of the motor vehicle allows the activation of the N-holding phase.

Method for selecting a neutral position of a motor vehicle transmission and for selecting a parking device of the motor vehicle

Described is a method for controlling a transmission for motor vehicles, especially an automatic transmission or an automatic gearbox, where a gear ratio (') is adjusted according to operating conditions by means of pre-determined shifting programs ('', &#x201c;Eco', &#x201c;Normal&#x201d;, &#x201c;Sport&#x201d;, &#x201c;Mountain II&#x201d;, &#x201c;Warm-up&#x201d;, &#x201c;Tip&#x201d;) and corresponding specific shifting values (HS, RS) and where in relation to a vehicle's actual operating condition at least one special function (&#x201c;Curve Recognition KE&#x201d;, &#x201c;Rapid Drive Pedal Release FO&#x201d;, &#x201c;Spontaneous Delay Vehicle SVF&#x201d;, &#x201c;Drive Speed Control FGR&#x201d;, &#x201c;Drive Dynamic control ESP&#x201d;) is activated, which prevents the change from an actual gear ratio to a target gear ratio requested by a shifting program within a pre-determined operating range of a vehicle. In a first version of the method, the operating range, wherein a gear ratio change of the transmission is prevented, is changed in relation to applied specific values that depend on the operating condition. In a second version of the method it is planned that the shifting characteristics are changed in relation to applied specific values that depend on the operating condition in such a manner that the operating points of the vehicle that are defined on the side of the shift characteristics, for which gear ratio changes must be performed, are adjusted to the actual operating condition of the vehicle.

Method for controlling the transmission of a vehicle

An automatic transmission having input and output drive shafts (AN, AB), a planetary gearset (VS), a main planetary gearset (HS), with three uncoupled input elements and one output element, and shift elements (A, B, C, D, E, F). An input element of gearset (VS) couples with shaft (AN). An output element of gearset (VS) rotates slower than shaft (AN). An element of gearset (VS) is fixed to a transmission housing. The first input element of gearset (HS) is connected, via elements (B, C), to the output element of gearset (VS). The first input element of gearset (HS) is connectable, via element (F), with shaft (AN). The second input element of gearset (HS) is connectable, via element (A), with the output element of gearset (VS). The third input element of gearset (HS) is connectable, via elements (D, E), with shaft (AN). The output element of the gearset (HS) couples shaft (AB).

Growing community of inventors

Langenargen, Germany

Armin Gierling