Schaeffler Technologies Ag & Co .Kg

Schaeffler Technologies Ag & Co. Kg

Carsten Mayer

Marco Grethel

Yunfan Wei

Markus Baehr

Loyal George MacMillian

Steffen Lehmann

Andreas Trinkenschuh

Oliver Rink

Marco Grethei

Ludwig Eisenbeis

Tobias Bauer

The hydraulic system () presented here advantageously makes it possible for the sump to be designed merely in the form of a dry sump () which does not contain a separate pump module with a dedicated drive motor for delivering the hydraulic medium. Rather, hydraulic medium is delivered from the dry sump () via the dry sump pump flow () into a high sump (), which is located above the dry sump (). It is thus possible for the dry sump () to be made much smaller than a conventional gearbox sump or an oil pan. At the same time, it is possible to avoid the situation where the presence of a pump module in the gearbox sump means that, rather than the level of hydraulic medium being able to be kept beneath all the rotating components, components rotate in the hydraulic medium. In comparison with known systems, the design of the hydraulic system () proposed here therefore avoids churning losses. At the same time, having a common drive shaft () enables the drive of the pump flows () to allow the corresponding pump module () to be easily controlled and to be of a simple construction.

Hydraulic system with a high sump and a dry sump

Actuation of a hydraulic device that provides a hydraulic supply to a torque-transmitting device is provided. An electrically operated pump is operated in a first operating state. The first operating state has a primary pump rotational speed that provides a first fluid pressure to the torque-transmitting device via a fluid tract. A switchover process is initiated to operate the electrically operated pump device in a second operating state based on a second fluid pressure and a second fluid target pressure. The second operating state has a secondary pump rotational speed that provides the second fluid pressure to the torque-transmitting device via the fluid tract. During operation of the hydraulic device, the secondary pump rotational speed for the switchover process is determined based on a first power value. The first power value includes electrical pump power of the pump device in a preceding switchover process.

Method for actuating a hydraulic device

A hydraulic arrangement for an electrically operable, multigear axle drive train of a motor vehicle comprises a hydraulic circuit in which a hydraulic fluid is guided, a hydraulic pump arranged to apply pressure to the hydraulic fluid within the hydraulic circuit, a first hydraulic path arranged to connect a first clutch device to the hydraulic circuit, and a second hydraulic path arranged to connect a second clutch device to the hydraulic circuit. The first and second clutch devices are each arranged to actuate a gear selection device of the electrically operable axle drive train.

Hydraulic arrangement and electrically operable, multigear axle drive train

A hydraulic system, in particular a hydraulic transmission controller, includes a first pump, which provides a large volumetric flow for a cooling and/or lubricating device at an outlet, and a second pump, which provides a high pressure for at least one hydraulic load at an outlet. The hydraulic system also includes an additional active valve, which is connected upstream of the cooling and/or lubricating device, is connected to a system pressure valve and to at least one hydraulic load to be boosted in such a manner that in a boost state, the outlets of the two pumps are connected to the hydraulic load to be boosted via a boost line.

Hydraulic system and method for operating a hydraulic system

A drive unit and a drive arrangement having the drive unit are provided. The drive unit includes a first electric machine and a second electric machine and an output shaft. A rotor of the second electric machine is connected to the output shaft for conjoint rotation and the drive unit has a separating clutch by which a rotor of the first electric machine is connected to the output shaft for torque transmission. The drive unit furthermore has a first flow system for implementing a flow of a first liquid for at least partial cooling of at least one electric machine and a second flow system for implementing a flow of a second liquid, the first flow system and the second flow system being arranged such that heat from the first liquid in the first flow system is transferred to the second liquid in the second flow system.

Drive unit for a drive train of an electrically drivable motor vehicle and drive arrangement having said drive unit

A method for controlling a friction clutch actuated by an actuation system using an actuation pressure ambiguously applied along an actuation path includes providing the friction clutch and the actuation system, detecting a time curve of an actuation processes of the friction clutch, and comparing the time curve with the actuation pressure to ascertain an unambiguous friction clutch actuation path. The method may also include using the time curve to determine whether the friction clutch is in an opening state or a closing state and whether the actuation pressure is applied to an opened friction clutch actuation path or a closed friction clutch actuation path, and starting from a set actuation pressure, carrying out a directional control of the friction clutch by specifying the actuation pressure.

Method for controlling a friction clutch, and torque transmission device comprising same

A clutch unit for a powertrain of a motor vehicle is disclosed, comprising a torque input component acting as a drive element, a torque output component acting as an output element, being connectable so as to transmit a torque to the torque input component via a clutch that can be shifted using friction elements, and with a torsional vibration damper having two masses damped relative to one another to reduce rotational irregularities, which is arranged between the torque input component and the torque output component, at least one of the two masses of the torsional vibration damper being simultaneously designed as a support for a friction partner. The disclosure further relates to a hybrid module comprising a first drive machine, the output shaft of which can be connected to an output shaft of a second drive machine or a transmission input shaft via such a clutch unit.

Clutch unit with torsional vibration damper as clutch support, and hybrid module comprising clutch unit

A clutch unit for a powertrain of a motor vehicle is disclosed, comprising a torque input component acting as a drive element and a torque output component acting as an output element, which can be connected to transmit a torque to the torque input component through a clutch which can be switched through friction elements, the clutch having two partial clutches by which the torque input component and the torque output component can be connected so as to transmit a torque, in which one of the two partial clutches is configured as a positive-fit clutch and the other of the two partial clutches is configured as a friction clutch. In addition, the disclosure relates to a hybrid module with a first drive machine the output shaft of which can be connected through such a clutch unit to an output shaft of a second drive machine or a transmission input shaft.

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Lohr a. Main, Germany

Carsten Mayer