Zf Friedrichshafen Ag

Zf Luftfahrttechnik Gmbh

Liebherr-aerospace Lindenberg Gmbh

Bernard Hunold

Eckhardt Lübke

Johannes Kaltenbach

Manfred Fischer

Michael Preuß

Johannes Glückler

Peter Ziemer

Gerhard Gumpoltsberger

Matthias Reisch

Martin Brehmer

Michael Wechs

Stefan Renner

Kai Bornträger

Fabian Kutter

Thomas Martin

Christian Mittelberger

Thomas Riedisser

Stefan Blattner

Max Bachmann

Kai Borntraeger

Alexander Banerjee

Alexander Maier

Thomas Schneider

Niclas Raeder

Eckhardt Luebke

Michael Preuss

Rene Budach

Johannes Glueckler

Alexander Thorwart

Matthias Nitsch

Martin Messmer

Hans H&aring;se

Karl Zimmermann

Christian Halm

A device for a vehicle drivetrain has an axle differential, a differential blocking device for blocking and releasing the equalization function of the axle differential, a parking lock for blocking and releasing the drive output of the vehicle drivetrain, and an actuation mechanism configured to be driven by a drive unit. By way of the actuation mechanism, the differential blocking device and the parking lock can be actuated by the drive unit. Actuating the parking lock and the differential blocking device are correlated with one another in such manner that at the end of a first phase of actuation, only the equalization function of the axle differential can be blocked and the parking lock is in its disengaged condition. At the end of a second phase of actuation, the equalization function of the axle differential can be blocked, and the parking lock can be engaged.

Device for a vehicle driveline with an axle differential

An electric transmission () for a motor vehicle drive train () includes a transmission input shaft () for operatively connecting the electric transmission to an electric prime mover (), a reduction gear () for reducing a rotational speed of the electric prime mover, a transmission () for establishing gear steps, including a first planetary gear set (RS) and a second planetary gear set (RS), a first output shaft () and a second output shaft () for transmitting drive power from the electric transmission, and a plurality of shift elements (B, C, D) for engaging the gear steps. A planet carrier of the first planetary gear set is drivingly connected to a planet carrier of the second planetary gear set, and a sun gear of the first planetary gear set is drivingly connected to a ring gear of the second planetary gear set.

Transmission for E-axle

Disclosed is a starting device for a transmission. The starting device includes a drive input shaft provided for coupling the starting device to a drive engine connected upstream from the transmission. An output shaft is configured to connect the starting device to a gearset of the transmission. The drive input shaft and the output shaft can be connected rotationally fixed to one another by means of a first shifting element. An electric machine is provided whose rotor is connected to an intermediate shaft. The intermediate shaft is coupled to the output shaft by way of at least one gear step. In order to realize integration of the upstream drive engine and the electric machine, a second shifting element is also provided which, when actuated, forms a rotationally fixed connection between the intermediate shaft and the drive input shaft.

Starting device for a transmission

A transmission shaft of a countershaft-type manual transmission is constructed from a plurality of hollow shaft portions which are butt press welded to one another, at least two of which hollow shaft portions are provided in each instance with at least one helical toothing of a fixed wheel of a spur gear stage. The hollow shaft portions provided with a helical toothing are connected to the respective adjacent hollow shaft portion in each instance so as to be rotated by a correction angle (&#x394;&#x3b1;) around their center axis in proportion to a deviation (&#x394;x) from their axial target position, wherein the ratio between the correction angle (&#x394;&#x3b1;) and the axial deviation (&#x394;x) corresponds to the pitch (s) of the helical toothing (&#x394;&#x3b1;/&#x394;x=s).

Transmission shaft and method and device for the production thereof

A transmission arrangement for a hybrid drive of a motor vehicle, in particular a utility vehicle, having change-speed transmission (G) with a drive output shaft (AW), a retarder (RE) with a retarder shaft (RW), an electric machine (EM) with a rotor shaft (RO) and a first gear ratio step (&#xdc;) between the drive output shaft (AW) and the retarder shaft (RW). The retarder (RE) is driven by way of the first gear ratio step (&#xdc;). The electric machine (EM) is arranged with its axis parallel to the retarder (RE) and can be coupled to the retarder shaft (RW) by way of a second gear ratio step (&#xdc;).

Transmission arrangement for a vehicle hybrid drive

A transmission arrangement for a hybrid drive of a motor vehicle, in particular a utility vehicle. The transmission arrangement has a change-speed transmission (), in particular a group transmission () with a drive output side (), a drive output flange () and a countershaft (VW). An add-on transmission () is arranged on the change-speed transmission () and has at least one electric machine (EM) and at least one gear ratio step (&#xdc;). The at least one electric machine (EM) is connected to the countershaft (VW) by way of the at least one gear ratio step (&#xdc;) and can be engaged as an additional electric drive.

A method of operating dual-clutch transmission for a vehicle which has two partial transmissions, each partial transmission having an input shaft arranged on an input shaft axis. An output shaft is arranged on the input shaft axis or a parallel countershaft axis. An intermediate gear system on the countershaft axis. At least one input shaft can be connected to the drive output shaft, as a direct drive, and only one countershaft is arranged on the countershaft axis and supports only fixed gears. One of the gears is a direct gear so that, when the direct gear is engaged, all the shifting elements, for coupling the intermediate gear system via the gear planes into the force flow, can be disengaged. Each gear plane can be coupled by a shifting element arranged on the input shaft axis to a shaft, and the gear next-lower than the direct gear is a coupling gear.

Transmission for vehicle and method for operation of a transmission

Planetary gearsets (PS, PS) are coupled and arranged coaxially and radially offset relative to one another. Gearset (PS) is arranged radially inside gearset (PS) and each have a carrier on which planet gears () respectively rotate. A support ring, having inner and outer teeth, is radially arranged between the planet gears (). A sun gear, which meshes with planet gears () which mesh with the inner teeth of the support ring, is radially within gearset (PS). A ring gear, which meshes with planet gears () which mesh with inner teeth of the support ring, is radially outside gearset (PS). The sun gear of gearset (PS) is fixed to an input shaft. The carrier of gearset (PS) is fixed to the ring gear of gearset (PS) and mounted, via a radial-axial bearing, on the output shaft. The carrier of gearset (PS) is fixed to an output shaft.

Planetary gear and group transmission with planetary gear

A motor vehicle powershift transmission which comprising two partial transmissions (TG, TG) each with a respective input shaft (GE, GE) that can be drivingly connected, via a main separator clutch (CL, CL; CL', CL&#x2032;; CL*, CL*), with the driveshaft (TW) of a drive engine (VM) and, on the output side, with a common output shaft (GA). To enable powershifts without frictional slipping, the two input shafts (GE, GE), on the input side, can be connected to and disconnected from a respective intermediate shaft (ZW, ZW) by the respective main separator clutch (CL, CL; CL&#x2032;, CL&#x2032;; CL*, CL*). The first intermediate shaft (ZW) is directly connected to the driveshaft (TW) and the second intermediate shaft (ZW) is in driving connection with the first intermediate shaft (ZW) by way of a variator (V) which has a continuously adjustable transmission ratio (i) and a rest transmission ratio having the value one i=1).

Powershift transmission for a motor vehicle and method for controlling a powershift transmission

A transmission having two clutches connected between a drive and respective transmission input shafts, one being hollow which supports the other within. A hollow countershaft which supports another countershaft therein. A main shaft arranged coaxially between the inner input shaft and an output shaft. Shifting elements can engage a variety of transmission connections in which transmission elements of the main group couple transmission elements of the range group which can couple the output shaft. The hollow countershaft has three fixed wheels which engage respective loose wheels, and the countershafts are rigidly coupled by a shifting element. With respect to this shifting element: an adjacent loose wheel rotates on and can rigidly couple the main shaft; a remote loose wheel rotates on and can rigidly couple the inner input shaft; and a central loose wheel rotates on and can rigidly couple at least one of the inner input and main shafts.

Double clutch transmission

A transmission, preferably for driving a motor vehicle, includes a multi-gear main transmission and a range group, that is connected downstream from the main transmission and comprises an input shaft and an epicyclic gear system. The epicyclic gear system comprises elements in the form at least of a central gearwheel and a planetary carrier. Furthermore, the transmission comprises a first connection for driving one of the elements of the epicyclic gear system by way of the input shaft of the range group and a variator, as well as a second connection that can be engaged with the first connection for driving a further element of the elements of the epicyclic gear system. When the second connection is engaged, the input shaft of the range group drives the variator and a drive output of the variator drives the further element of the epicyclic gear system.

Transmission with disengageable variator

A double clutch transmission of a motor vehicle with a first input shaft (W) formed as a hollow shaft and a longer, second input shaft (W) arranged coaxially inside the first input shaft (W). Each of input shaft is in driving connection, by way of an associated input constant (EK, EK), with at least one countershaft (W, W) arranged axis-parallel to the first and the second input shafts (W, W). To avoid jamming of the gearteeth () of the respective, non-load-transmitting input constant (EK, EK), the fixed wheel (), arranged on the associated input shaft (W) in at least one of the input constants, is arranged in a rotationally fixed manner by first carrier gearteeth () on a support sleeve () which, in turn, is connected in a rotationally fixed manner by second carrier gearteeth (') to the input shaft (W) concerned.

Double clutch transmission of a motor vehicle

A method of operating a drive-train comprising an auxiliary output on the engine side that can be coupled to the combustion engine via a continuously variable transmission and a generator such that when the engine is running, the generator can be driven at a constant rotational speed regardless of the speed of the engine, such that a condition parameter of the auxiliary output is regulated between a pair of limit values. The condition parameter is regulated as a function of its current actual value, the limit values of the condition parameter and also as a function of a current and/or anticipated driving situation such that parameters are determined, in the regulator, for the energy input into the auxiliary output as a function of these input data, and hence for a corresponding energy uptake from the engine.

Method for operating a drive train

A drive assembly for a motor vehicle with a clutch device on the input side. The drive assembly includes a transmission having input and output shafts, loose and fixed gearwheels, shifting devices for coupling the loose gearwheels to the transmission shafts, a power take-off (PTO) gearwheel that can be driven by the input of the clutch device, and a PTO clutch for engaging the PTO gearwheel in the torque flow. The PTO clutch is arranged in the torque flow after and axially adjacent a starting and shifting clutch. The clutch device comprises the starting and shifting clutch, the PTO clutch and two actuators. The starting and shifting clutch is a friction clutch and the PTO clutch is a claw clutch. The two clutches have a clutch cover and a common actuator housing, and the coupling device of the PTO clutch is arranged radially outside the clutch cover.

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Friedrichshafen, Germany

Bernard Hunold