Zf Friedrichshafen Ag

Bernhard Sauter

Wolfgang Schmid

Dirk Winkler

Gerhard Höckl

Hans Heckenberger

Michel Morsch Caspari

Oliver Schupp

A hydraulically actuatable shift element () includes a clutch piston (), a fast fill piston (), a fast fill valve (), a fast fill pressure chamber (), and a clutch pressure chamber (). The fast fill valve () includes a sealing body () and a control body (). Before the actuation of the shift element (), the sealing body () is in a first switching position, in which the fast fill pressure chamber () is connected to a pressurized oil source () and, after the actuation of the shift element () in a second switching position, seals off the fast fill pressure chamber () with respect to the rest of the hydraulic system. The control body () has a first pressure surface (A) and a second pressure surface (A), wherein, in the first switching position, only the first pressure surface (A) is pressurizable from the pressurized oil source (). The fast fill valve () is configured such that, in the second switching position or between the first switching position and the second switching position of the control body (), the second pressure surface (A), in addition to the first pressure surface (A), is pressurizable.

Shifting element for an automatic transmission

A transmission (G) for a motor vehicle includes a pump (P), an oil sump (S), a hydraulic control unit (HCU), a gear set (RS) for providing different transmission ratios between an input shaft (GW) and an output shaft (GW) of the transmission (G), and a cavity (HY) arranged on an input side, in which a torque converter (TC) and/or an electric machine (EM) are accommodated. The cavity (HY) is connected to the oil sump (S) via a gap (C) configured for a passive return of oil out of the cavity (HY) into the oil sump (S). In order to reduce the gap (C), a separating element (T) is configured for making it difficult for oil to flow out of the oil sump (S) to the cavity (HY). A drive train comprising such a transmission (G) is also provided.

Transmission and drive train for a motor vehicle

A parking lock device for a motor vehicle transmission including a parking lock gear, a locking pawl, a locking element with an operating rod as well as a guide plate. The locking pawl engages with and blocks the parking lock gear when the parking lock is engaged and locked by the locking element, and when the parking lock is disengaged, the locking pawl disengages from the parking lock gear and can be locked in a form-locked manner. An unlocking element is fixed to the operating rod, and the unlocking element disengages the form lock before the parking lock is engaged. The locking element is arranged on a leaf spring which has a fixed end, a free end and a center arranged between the fixed and the free ends. The center can be moved outwardly by the unlocking element and the locking element is arranged on the free end.

Parking lock device for motor vehicle

A parking lock for a motor vehicle with an automatic or manual automatic transmission includes a parking lock wheel connected with the transmission output, a locking pawl pivotably attached by a parking lock bolt to a transmission housing. The locking pawl engages and disengages the parking lock wheel and has an end communicating with a guiding plate. A locking element is placed between the pawl and plate to prevent the pawl from disengaging the parking lock wheel. A hydraulic damping element, is at least operatively connected with the pawl, such that while disengaging the parking lock, movement of the pivotable end of the locking pawl toward the guiding plate is damped upon release of the parking lock thus preventing any undesired release jolt.

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Tettnang, Germany

Bernhard Sauter