Zf Friedrichshafen Ag

Forschungsgesellschaft Für Zahnräder Und Getriebe Mbh

Christoph Pelchen

Detlef Baasch

Thomas Rosemeier

Barbara Schmohl

Ulrich Mair

Ünal Gazyakan

Bernd-Robert Hohn

Gerhard Gumpoltsberger

Andreas Thies

Johannes Kaltenbach

Uwe Griesmeier

Unal Gazyakan

Karl-Hermann Ketteler

Claus Granzow

Hartmut Werries

Uwe Wohanka

Bernd-Robert HÖHN

A transmission device, for a motor vehicle, with at least two drive output shafts and two multi-shaft planetary gearsets in active connection with one another. A shaft of a planetary gearset is actively connected with an output shaft and is shifted, between first and second power paths, such that in the first power path, torque of an electric machine is transmitted in equal parts and with the same sign to the output shafts, and in the second power path, torque is transmitted in equal parts but with different signs. One of the two planetary gearsets is made as a four-shaft, reduced coupling transmission with two sun gears and a common planetary gear carrier with radially inner and outer planetary gears that mesh with one another, and which are engaged, on the one hand, with the sun gears and, on the other hand, with a rotationally fixed ring gear.

Transmission device

A transmission device with at least two output shafts and at least two multi-shaft planetary gearsets being actively connected. A shaft of each gearset can be actively connected with an output shaft. A shifting mechanism is provided, between the two output shafts, for shifting between a first power path and a second power path. In the area of a further shaft of one of the planetary gearsets, torque from an electric machine flows along the first or the second power path. When the first power path is engaged, the torque from the electric machine flows in equal parts and with the same sign to the two output shafts, and when the second power path is engaged, the torque flows to the two output shafts in equal parts but with opposite signs. A motor output shaft of the electric machine is arranged perpendicularly to one of the two output shafts.

Transmission device comprising at least two output shafts and at least two multi-shaft planetary gear sets

A variable-ratio transmission for distributing a drive torque to at least two drive output shafts (), comprising a conventional differential () is proposed, which comprises an electric motor () for distributing the drive torque directly between the drive output shafts () and a plus planetary gearset () that serves as a variable-ratio unit, such that the plus planetary gearset () is arranged coaxially with a drive input shaft (), the outer sun gear () of the plus planetary gearset () is connected to the output (), on the side of the differential () facing toward the planetary gearset (), and the web () of the planetary gearset () is connected to the electric motor (), and such that the inner sun gear () of the planetary gearset () is connected by a countershaft () to the other drive output shaft ().

Variable ratio transmission for distributing a drive torque to at least two output shafts

A transmission device with at least two output shafts and at least two multi-shaft planetary gearsets that are actively connected with one another. A shaft of a planetary gearset can be actively connected with an output shaft. In addition, a shifting mechanism, located between the two output shafts, shifts between a first power path or a second power path. In one of the planetary gearsets, torque from an electric machine can be transmitted along either the first or the second power path. In the first power path, torque from the electric machine is transmitted to the two output shafts in equal parts and with the same sign. In the second power path, torque is transmitted to the two output shafts in equal parts but with opposite signs. The planetary gearset, in the area of which the torque from the electric machine can be transmitted, is a simple negative planetary gearset.

Transmission device comprising at least two output shafts

A method for operating a drive train of a vehicle with a drive engine, a brake system, at least two vehicle cross-shafts of a first vehicle axle with at least two wheels. The cross-shafts being actively connected via a transverse distributor gear and being driven by the engine. The vehicle also possibly having a second vehicle axle with at least two wheels. Frictional shift elements of the first vehicle axle, between the wheels of the first vehicle axle and the transverse distributor gear, are provided for variable distribution, to the first vehicle axle, of the fraction of the drive torque from the engine in the transverse direction of the vehicle between the two wheels. A desired yaw torque is determined. The drive engine, brake system and shift elements are controlled such that the desired yaw torque is produced essentially without changing the positive forward drive of the vehicle.

Method for operating a drive train of a vehicle

An actuator for an active chassis of a motor vehicle is proposed which includes a body spring and a vibration damper, and which incorporates a hydraulic or pneumatic positioning cylinder () and a compensation spring (). The actuator () is so designed and positioned that the static body mass () is borne by the compensation spring ().

Actuator for an active chassis of a motor vehicle

A vehicle is described, with a drive engine arranged in the transverse direction of the vehicle, with vehicle cross-shafts of a vehicle axle that can be driven by the drive engine and with a transmission unit for the variable distribution of the drive torque from the drive engine in the vehicle's transverse direction between wheels connected to the vehicle cross-shafts. The transmission unit has an input shaft and two output shafts, with two planetary gearsets and an electric machine arranged between two interconnected shafts of the planetary gearsets for the variable distribution of the torque delivered by the input shaft between the two output shafts as a function of torque produced by the electric machine. The electric machine is brought into active connection with the transmission unit and with the drive engine via shiftable clutch devices such that the degree of distribution between the output shafts of the transmission unit can be varied when the electric machine is operating as a motor and as a generator. The electric machine can be driven directly by the drive engine to operate as a generator.

Vehicle with a drive engine arranged in the transverse direction of the vehicle

A transmission unit () with a housing (), a transmission input shaft () and three transmission output shafts (), at least two planetary gearsets () and a device () arranged between two actively interconnected shafts (A,A) of the planetary gearsets for variable distribution of torque delivered by the transmission input shaft between two of the three transmission output shafts is described. A web (D) of the first planetary gearset is formed with a differential cage (A) of a differential (), which is provided in order to distribute part of the torque which is delivered by the transmission shaft that has been passed on to the two of the transmission output shafts between the two transmission output shafts.

Transmission unit

A vehicle with a drive engine, with at least two vehicle axles and a transmission unit for variable distribution of drive torque from the drive engine in the vehicle's longitudinal direction between the vehicle's axles. The transmission unit is made with an input shaft and at least two output shafts, at least two planetary gearsets and an electric machine arranged between two mutually connected shafts of the planetary gearsets for distribution of the torque delivered via the transmission input shaft between the transmission output shafts as a function of a torque produced by the electric machine. The electric machine is in active connection with the transmission unit connecting between the two interconnected shafts of the planetary gearsets and the planetary gearsets are made with different transmission ratios so that the electric machine is driven by virtue of a speed difference between the actively interconnected shafts of the planetary gearsets.

All-wheel drive vehicle

A transmission for distributing a drive torque to two drive output shafts, with two planetary gearsets each having at least three shafts. A respective shaft of a planetary gearset is connected to a drive input shaft. Furthermore, one shaft of each planetary gearset constitutes one of the output shafts and in each case at least one further shaft of a planetary gearset is connected with a shaft of another planetary gearset. An operation-status-dependent torque of one shaft can be supported by the connection, depending on an operating status of the other shaft connected thereto, in such manner that when there is a rotation speed difference between the output shafts, a speed-difference-changing torque is applied to the planetary gearsets. Furthermore, a drive train is proposed, in which a drive torque from a drive-power-source is distributed variably in the longitudinal and transverse direction of the vehicle in an operation-status-dependent manner.

Transmission and drive train for a vehicle

A transmission for distributing a drive torque between at least two drive output shafts with at least two planetary gearsets, each having at least three-shafts. In each case, a shaft of a planetary gearset is connected to a drive input shaft and a second respective shaft of a planetary gearsets is the drive output shafts. A respective third shaft of the planetary gearsets communicates with a brake such that a degree of distribution of the drive torque between the two output shafts varies as a function of the transfer capacities of the brakes. A transmission device controls and regulates a drive torque from a drive engine between the two output shafts of the transmission device. The transfer capacities of the two brakes are adjusted such that one brake is in a synchronous condition and the transfer capacity of the other brake is varied between a lower and an upper limiting value.

Transmission device and method for controlling and regulating a transmission device

A method for determining a control standard of an active steering device () of a vehicle () controllable by a control device (). A driving dynamic of the vehicle () is influenced according to the control standard. The control standard is determined according to a nominal yawing rate calculated at least with reference to different actual operating parameters of the vehicle and one dynamic vehicle state determined according to the nominal yawing rate and actual operating state parameters. The control standard is superimposed on a steering transit angle preset by a driver so that an existing actual yawing rate is changed in direction of the nominal yawing rate.

Method for determining a control standard of an active vehicle steering device controllable by a control device

A method for controlling of a drive train of a vehicle having a multi-group transmission, an output mechanism and a control apparatus for the regulation of the drive train. The multi-group transmission consists of an automatic transmission and a range group. To change the ratio of the range group the drive train is relieved of load; a shifting element of the range group is closed; a shifting element of the range group is synchronized and opened; and a ratio of the automatic transmission is so altered that a change of the ratio of the multi-group transmission is less than in a case of an individual alteration of the ratio of the range group.

Method for controlling a drivetrain of a vehicle

Disclosed is a method for controlling a drive train () of a motor vehicle, especially an off-road vehicle, comprising a drive engine (), a multi-group transmission (), an output and a control device. The multi-group transmission () consists of at least one automatic gearbox () and a downstream range-change unit (). When a modification occurs in the multiplication of the range-change unit (), a) the drive train is relieved by modifying the torque of the drive engine (), a shift element () to be switched off in said range-change unit () is disconnected, c) a shift element () to be switched on in said range-change unit is synchronized and switched on and d) a multiplication of the automatic gearbox () is modified in such a way that the modification of the multiplication of the multi-group transmission () is smaller than a single modification of the multiplication of the range-change unit (). A rotational speed of the drive engine () is adjusted by a modification in the transmissibility of at least one shift element of the automatic gearbox () to a coupling rotational speed equivalent to the adjusting multiplication of the multi-group transmission () at which the shift element to be switched on in the range-change unit () is synchronous.

Method for controlling the drive train of a vehicle

A transfer case () for distributing a driving torque of an input shaft () between two drivable output shafts () is described. The transfer case () is realized with two controllable and adjustable frictionally engaged clutches (k_VA, k_HA), which are arranged between the input shaft () and the output shafts () and whose transfer capabilities can be respectively adjusted via separate actuating devices (). A driving torque can be distributed between the drivable output torques () in dependence upon the set transfer capabilities of the clutches (k_VA, k_HA). One clutch (k_HA) can also be radially enclosed by the other clutch (k_VA).

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Tettnang, Germany

Christoph Pelchen