Zf Friedrichshafen Ag

Zf Active Safety Gmbh

Lucas Automotive Gmbh

Detlef Baasch

Christoph Pelchen

Gerhard Gumpoltsberger

Ulrich Mair

Thomas Rosemeier

Barbara Schmohl

Ralf Dreibholz

Ünal Gazyakan

Michael Ebenhoch

Unal Gazyakan

Gerhard Bailly

Martin Hofmann

Boris Koeth

Kurt Wingender

Paul Warkentin

Jens Sparfeld

Martin Münster

&Uuml;nal Gazyakan

Klemens Humm

Ingo Decker

Stefan Kammers

Gerold Bieber

Rudolf Schneider

Karl-Hermann Ketteler

Claus Granzow

Manfred Geier

Olrik Weinmann

Dietmar Gehring

Alois Böck

Lothar Beigang

Michael Erenhoch

Roland Altvater

Andreas Knoll

Robert Bodenstab

The invention relates to an assembly for a vehicle brake system, which comprises at least one brake cylinder and an electromechanical brake booster, having a drive arrangement for driving at least one actuating device designed for actuating a brake cylinder, wherein the drive arrangement has at least one electric motor and a gear mechanism for coupling the electric motor to the at least one actuating device, wherein at least one fastening device is provided for fastening the assembly to a vehicle, said fastening device defining a fastening plane. According to the invention the rotary shaft of the electric motor is arranged perpendicular to the longitudinal axis of the actuating device and at an angle of between 60&#xb0; and 120&#xb0; to the fastening plane.

Assembly having a brake cylinder and an electromechanical brake booster

The electromechanical brake force booster for a vehicle brake system comprises a drive arrangement for driving at least one actuating device which is designed for actuating a brake cylinder. The drive arrangement has at least one electric motor and a gearing for coupling the electric motor to the at least one actuating device. The gearing comprises at least one second spur gear and at least one first spur gear. Furthermore, the gearing has an intermediate gearing stage. The intermediate gearing stage couples the electric motor to the second spur gear and to the first spur gear in torque-transmitting fashion. The intermediate gearing stage drives the second spur gear directly and the first spur gear via at least one intermediate gear.

Electromechanical brake force booster

A method for finding a parking space for a first motor vehicle includes determining a required minimum length of the parking space on which the first motor vehicle is parkable, scanning a length of the adjacent parking space through the second motor vehicle, and driving the first motor vehicle to the adjacent parking space bounded by the second motor vehicle when the length of the adjacent parking space corresponds to at least the minimum length. Related transmission devices and control systems are also provided.

Parking assistant

A mechanism for changing the operating condition of a shifting element having two shifting element halves, which can either be functionally connected to connect two components or disengaged to break the connection between the components. The mechanism includes a drive machine and a drive converter unit in the area of which rotary drive motion of the drive machine can be converted into a translational actuation movement of the shifting element. A spring device is associated with the drive converter unit, whose spring force assists with actuating the shifting element in the engaging direction. The spring device includes an approximately circular flat spring element which, in at least one area of the drive converter unit, is in contact with at least one cam, whose stress condition varies as a function of an operating condition of the drive converter unit and is designed to be rotationally fixed.

Device for changing an operational status of a shifting element with two shifting element halves

A mechanism for actuating a shifting element. A first shifting element half of a brake is axially fixedly connected to a drive machine output shaft, which, when rotational movement of the output shaft equals the disengaging movement of the shifting element, is rotationally fixed to the output shaft. In the event of an engaging force, opposite the disengaging movement of the shifting element, an axial force acts on the output shaft, such that the first shifting element half frictionally engages with an axially and rotationally fixed second shifting element half. In the event of a disengaging force that acts in the disengaging direction of the shifting element, an axial force acts on the motor output shaft such that the first shifting element half of the brake is moved out of frictional engagement with the second shifting element half.

Device for actuating a shifting element with two shifting element halves

A drive train arrangement for a vehicle comprising a main transmission and a transfer box which are both housed within a transmission housing. The transfer box comprises a drive output which is connected to a rear axle differential transmission and connectable, by a torque transmission element and a connecting shaft, to a front axle differential transmission. The connecting shaft is arranged at a predetermined angle relative to the drive output shaft of the main transmission. The end of the connecting shaft, facing toward the front axle differential transmission, is actively connected to the front axle differential transmission. The front axle differential transmission is fixed to the vehicle by at least one adaptor device allowing the front axle differential transmission to be adapted to a variety of arrangement positions along the rotation axis of the connection shaft.

Drive train arrangement for a vehicle

A transmission device is proposed for distributing a drive torque to at least two output shafts (Ab, Ab), comprising a differential () that is permanently connected to the output shafts (Ab, Ab), wherein a double planetary gearset () is provided co-axially to the output (Ab) between the differential cage () of the differential () and the output (Ab) of one side, said planetary gearset comprising a first sun gear () and a second sun gear (), a first planetary range (), an intermediate planetary range (), and an internal gear (), herein the internal gear () is connected to the differential cage () and the planet carrier () of the planetary gearset () is connected to the output (Ab), wherein the first sun gear () meshes with the first planetary range () and can be coupled to the housing (G) by means of a brake () in order to shift the torque in one direction, and wherein the second sun gear () meshes with the intermediate planetary range () and can be coupled to the housing (G) by means of an additional brake () in order to shift the torque in the opposite direction.

Transmission device for distributing a drive torque to at least two output shafts

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 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

A spring carrier for mounting a spring strut to a vehicle body includes a vibration damper having a cylinder and a piston rod which is axially guided in the cylinder, first and second spring collars, and a spring located between the spring collars. An actuator includes a nut and a threaded spindle surrounding the piston rod, the actuator being driven to change the relative axial position of the spring collars. A guide tube extends coaxially between the piston rod and the threaded spindle, the threaded spindle being supported radially against the guide tube by a bearing.

Spring carrier with adjustable spring collar

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

An apparatus for adjusting the power transfer capabilities of two, shifting elements, by way of which output torque of a transmission of a vehicle can be conducted in a direction transverse to the longitudinal axis of the vehicle to driving wheels of a drivable vehicle axle with the inherent degrees of apportionment as conducted in relationship to the power transfer capability of the shifting elements. Each shifting element has an electric motor; a transmission operationally connected with the electric motor; and placed between the shifting element and the transmission apparatus, a drive converter apparatus, by way of which rotationally directed drive of the electric motors is respectively transformed into a translational activation motion for the control of the shifting elements. The drive converter apparatuses respectively possess a first drive element and a second drive element of which one drive element, converse to the other drive element, is of translational movement.

Apparatus for the adjustment capability of two frictional shifting components

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.

Growing community of inventors

Friedrichshafen, Germany

Detlef Baasch