Zf Friedrichshafen Ag

Zf Friedrichshafen Kg

Bernhard Sich

Gerhard Gumpoltsberger

Matthias Reisch

Ralf Dreibholz

Viktor Warth

Stefan Beck

Peter Ziemer

Michael Wechs

Gert Bauknecht

Jens Moraw

Gerhard Niederbrucker

Peter Frey

Mark Andy Mohr

Michael Ebenhoch

Jürgen Wafzig

Michael Kühner

Alexander Markow

Markus Kaindl

J&uuml;rgen Wafzig

Hans Glonner

Lara Ruth Turner

Michael Heuler

Peter Hammer

Martin Grumbach

Robert Reiser

Hans-J&ouml;rg Domian

Olrik Weinmann

Axel Matheis

Manuel Goetz

Fabio Frank

J&ouml;rg Michael

A variator unit is fixed to a rotationally fixed component and has a secondary side rotationally fixed to an input shaft and a primary side rotationally fixed to a first element of a first planetary gear set. The input shaft is rotationally fixable via a second shift element to a second element of a second planetary gear set, which is fixable to the rotationally fixed component via a first shift element, and is rotationally fixed to a first element of a third planetary gear set. A second element of the first planetary gear set is fixed to the rotationally fixed component. A first element of the second planetary gear set is rotationally fixed to a third element of the third planetary gear set. A third element of the first planetary gear set is rotationally fixed to a third element of the second planetary gear set.

Power-split continuously variable transmission device

A power-split, continuously variable transmission includes a summing planetary transmission, at least one additional planetary gear set and a variator, which are in operative connection with each other a plurality of shafts, the shafts of the plurality of shafts are couplable to each other with a plurality of shift elements in order to provide at least three transmission ratio ranges. The variator is a mechanical friction wheel variator with at least three shafts. The summing planetary transmission, the at least one additional planetary gear and the variator are arranged coaxial to one another. In one of the transmission ratio ranges of the at least three transmission ratio ranges, a total power is guidable between a transmission input shaft and a transmission output shaft by the variator. A friction wheel of the variator is approximately cone-shaped, at least in sections.

Power-split continuously variable transmission apparatus having a summing planetary transmission

A power-shiftable transmission, in particular an automatic transmission for a vehicle, which comprises a plurality of frictional shifting elements and at least one interlocking shifting element (A, B, C, D, E) and a plurality of gearwheels which can be engaged in a power flow by the shifting elements (A, B, C, D, E). In order to engage a gear step, at least two associated shifting elements (A, B, C, D, E) are engaged and at least one interlocking shifting element (B), as a shifting element (B) to be engaged, is associated with a gear step to be engaged with a supporting gear.

Power-shiftable transmission

An infinitely variable transmission device () for a vehicle drivetrain () which includes a variator () and a gearshift transmission device (), which produce gear ratios in a plurality of ratio ranges with continuous variation. The device has a planetary transmission device () in active connection with a transmission input (), in an area of a first shaft (), with the gearshift transmission device (), in an area of a second shaft (), and with the variator (), in an area of a third shaft (). The torque to be transmitted by the transmission device () passes, via at least two power paths, between the transmission input () and a transmission output (). The variator () is arranged in one of the two power paths and the gearshift transmission device () is arranged between the variator () and the transmission output ().

Infinitely variable transmission device of a drive train of a vehicle

A drive system for a motor vehicle comprises a drive unit with a drive shaft and a torque-transmitting assembly, which is to be connected on the drive side to the drive shaft for rotation in common around an axis of rotation (A) and which is to be connected on the takeoff side to a gearbox. The drive-side connection is accomplished by means of an axial plug-in connection arrangement, and the torque-transmitting assembly is supported in at least one axial direction on the gearbox.

Drive system for a motor vehicle

An automatic transmission () is described, having a variator () that comprises at least two conical disk sets (), such that a wrap-around element () is guided via the conical disk sets () for torque transmission with continuous variation of the transmission ratio. In this, the arrangement of the rotation axes of two conical disks of at least one conical disk set relative to one another can be varied.

Automatic transmission having at least two conical disk sets

A power distributed 2-range transmission comprising one frictional wheel variator (), one planetary gear () arranged coaxially to the frictional wheel variator (), detachably connectable therewith via one shifting element (K) and comprising two shifting elements (Kr, K) and one lateral shaft () which connects the frictional wheel variator () with the planetary gear (), the planetary gear () containing two minus planetary gear sets ().

Power distributed 2-range transmission

An infinitely variable toroidal drive with several drive units wherein each drive unit has an input disc with a toroidal inner surface disposed coaxially in relation to the input shaft and an output disc with a toroidal inner surface disposed coaxially in relation to the input shaft and several friction wheels which are pivotably situated between each pair of input disc and output discs and mounted on a carrier, respectively. The infinitely variable toroidal drive has a device for support of the reaction forces appearing on the friction wheels due to the pressure of the discs, simultaneously synchronizing the pivoting angle of the carriers. The device consists of respective traction elements; one being provided on both the upper ends and the lower ends of the two carriers, and encircling the ends of the carriers and respectively having the shape of an 8.

Infinitely variable toroidal drive

A hybrid drive for a motor vehicle which possesses, in a gear train ( ), a first electrical machine ( ) located between an internal combustion motor ( ) and a multi-gear vehicle transmission ( ). The hybrid drive further possesses a second electrical machine ( ) permanently connected with an input shaft ( ) of the transmission. First and second clutches ( ), respectively, are placed between the first and second electrical machines ( ) and the internal combustion motor ( ) and the first and second electrical machines ( ) can be respectively driven as either a motor or a generator.

Hybrid propulsion system comprising shiftable clutches provided for a motor vehicle

The continuously variable friction gear transmission has one housing and one variator which is inserted therein and which is mounted on a power frame. In order to provide this variator in the form of an operationally capable autarchic unit, the support pistons for the trunnions are integrated in the power frame.

Continuously variable friction gear transmission

The friction gear has an input shaft ( ) an a torque shaft ( ) arranged in a position coaxial thereto, two input disks ( ) and output disks ( ) disposed in pairs and between which friction wheels are placed and fastened to carriers ( ). In the upper section ( ) of the housing of the gear recesses ( ) are provided in which the upper ends ( ) of the carriers ( ) engage with play.

Infinitely variable friction gear

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Friedrichshafen, Germany

Bernhard Sich