Zahnradfabrik Friedrichshafen, Ag.

Zf Friedrichshafen Ag

Friedrich J Ehrlinger

Michael Meyerle

Peter Dziuba

Manfred Goeft

Hubert Sailer

Egon Mann

Anton Ott

Manfred Fischer

Dieter Maurer

Josef Dietenberger

Rudolf Jocham

Michael Roske

Herbert Simon

Roland Stauber

Franz Muller

Walter Keller

Dietrich Knodler

Helmut G/o/ Ller

Gerhard Sollbach

Peter Caspar

Karl Veser

Karl-Hermann Katzorek

Otto Anton

Horst Bock

Roland Zdansevicius

Peter Hartig

A method for starting an internal combustion engine ( ) in a vehicle equipped with an electrodynamic drive system ( ), which is comprised of an electric motor ( ) and a planetary transmission ( ) between the internal combustion engine ( ) and a manual transmission ( ) with an input shaft ( ), provides that first the electric motor ( ) is accelerated to a speed that is fundamentally sufficient to start the internal combustion engine ( ); this is followed by a controlled closing of a brake ( ) designed to halt the rotation of the input shaft ( ) of the manual transmission ( ) against a stationary housing component ( ), whereby a level of torque that represents the sum of electromotive torque and rotational torque of the rotating components acts upon the internal combustion engine ( ).

Electrodynamic drive train

An electrodynamic drive system ( ) for a vehicle having, between a drive source ( )and a transmission ( ), a planetary gear drive ( ) which incorporates three elements, namely, a sun gear ( ), an internal gear ( ) and a planetary gear carrier ( ). A first element ( ) is connected to the transmission ( ), a second element ( ) is connected to the drive source ( ) and a third element ( ) is bound to at least one electric motor ( ), thus an abrasion-free starting element is formed for the vehicle.

A multi-gear, manual transmission, especially for utility vehicles, with at least partially automatized gear shifting or with a manual gear shift, in which the gear synchronization is carried out by motor guidance and wherein the transmission possesses a forward shift-group, a main-shift-group and a post shift-group, whereby the pre-shift-group is designed as a planetary gear set ( P) and a support member of the planetary gear set is constructed as a friction brake, which is active in the slow gear-shift position and thereby assumes the function of a start-up clutch.

Gearbox

The invention relates to a system of structural shapes to build a line of products having gears of different total ratio or a different number of ratio steps. Transmissions ( ) of vehicles consisting of three successively disposed partial gears ( ), a main gear part ( ), a multi-gear split gear part ( ) and a multi-gear group transmission ( ) have for the split gear part ( ) and the group transmission part ( ) and the gear steps of each main gear part ( ) in all structural shapes on all gear wheels ( ) the same number of teeth with at least those gear wheel pairs ( - - - - ) corresponding to the gear wheel pairs of the structural shape of the transmission ( ) having the least number of gear steps.

Transmission system

In a pressure-control device for affecting the closing behavior of powershift clutches (K.sub.1 -K.sub.X) in a powershift transmission, a regulating valve (1) cooperates with a damping device (2) as pressure-control valve. Chokes (4, 40, 400) for a more or less smooth connection are arranged in combination with pressure lines (P.sub.S, P.sub.R) over the pressure cycle when the clutch concerned (K.sub.1 -K.sub.X) is engaged. The travel of the damper piston (21) in a direction toward the regulating valve (1) is shortened by a pressurizing piston device (3) cooperating with the piston (21) of the damping device (2). Thus the time for the slipping phase in the engaged clutch concerned is shortened and, together with a higher initial pressure after the clutch is filled, the friction is limited. The limitation of the friction can also be obtained by adding a second choke in parallel in the control pressure line (Pr) by which the choked cross section is increased.

Pressure-control device

An antirunaway system is used in a motor vehicle having an engine, a transmission displaceable between a neutral position and a plurality of different speed positions, an engageable and disengageable clutch connected between the transmission and the engine, and a brake for slowing the vehicle. The system comprises a clutch sensor for generating an output when the clutch is engaged, a transmission sensor for generating an output when the transmission is in the neutral position, a speed sensor for determining the vehicle ground speed, and a controller connected to all of the sensors and to the brake for actuating the brake and slowing the vehicle when both the outputs are being generated and when the ground speed determined by the speed sensor exceeds a predetermined limit. The controller can also or instead be connected to an alarm for issuing a warning to the driver of the runaway condition.

Motor-vehicle antirunaway system

Actuation of a differential lock

Multi-axle vehicle with single wheel drives

Powershift gearbox/transmission

All-wheel drive for a vehicle

A forced cooling friction brake or clutch apparatus which has a plate stack of interleaved plates including at least one plate rotatable with a shaft and axially shiftable thereon, and at least one plate axially shiftable on a housing. A pressure plate is axially juxtaposed with the stack and axially shiftable on the housing and defines a pressurizable compartment which can be subjected to fluid pressure to urge the pressure plate against the stack. An annular carrier on the shaft inwardly of the stack engages plates of the stack rotatable with the shaft, the carrier having an annular cavity opening axially to one side thereof and being formed with radial passages communicating with the cavity and opening toward the stack. A coolant channel is formed in the housing and opens toward the side of the carrier and into the cavity for delivering a forced flow of a coolant thereto. A plurality of open-ended tubular members extend parallel to an axis of the shaft and arrayed around the axis, the pressure plate having an inwardly extending collar juxtaposed with the open side of the cavity and engaging the tubular members for axial entrainment thereof by the collar upon movement of the pressure plate toward the stack, one end of each of the tubular members opening toward the cavity, the housing having a radial wall formed with a respective bore receiving each of the tubular members and defining the channel with coolant feeders in the wall communicating with the bores and a coolant inlet communicating with the coolant feeders, another end of each of the tubular members blocking coolant flow through the tubular members in the initial position of the pressure plate.

Forced-cooling friction brake or clutch

A hydrostatic/mechanical transmission system for motor vehicles having an engine coupled with a multi-speed mechanical transmission and a hydrostatic transmission including an accessory drive connectable to activate a variable displacement hydropump that is hydraulically connected with hydromotor; wherein, in one mode of operation, the hydrostatic transmission is operated, with the mechanical transmission in neutral, and the hydromotor drives the vehicle by way of a stepdown gear, wherein the stepdown gear drive is a multistep power transmission and wherein when in the one mode, the hydromotor drives a secondary gear shaft of the multi-speed transmission, the connection of this one mode being possible only in the neutral position of the multi-speed transmission.

Hydrostatic/mechanical transmission system

A spring-loaded brake may be modulated by an integrated brake-actuating cylinder of almost unchanged constructional length, arranged radially above a spring-packet which acts in a direction contrary to the lifting force of the cylinder. The brake still has the automatic emergency stopping function of the parking brake principle. The spring packet acts against a brake piston which is acted upon by pressure at both ends by cylinders which are equipped with gaskets for sealing them both against each other and against the transmission housing. The brake discs and splash lubrication of the transmission are in communication via oil passage sections. The brake housing is designed as an assembly built into the transmission and its cover flange may be equipped with a shaft seal for fitting a shaft extension to a drive shaft. The brake hub body can be shaped as a shaft flange which brake hub body can also be the hub of a gear wheel.

Spring-loaded brake with pressure-medium-operable lifting set

A friction clutch or brake includes at least one friction disk which is engageable by a piston to provide a braking effect of the disk. In order to cool the friction disk when the piston engages with the disk, a valve arrangement is arranged which injects oil onto the disk and through an opening provided in the disks. The actuation of the valve arrangement is provided in response to the piston, i.e. when the piston is moved towards the brake disks, the valve arrangement opens a channel through which the oil is injected toward the disks. In order to avoid a collection of oil in the vicinity of the disks after the braking action is terminated, the disks are provided with a toothed profile which discharges continuously oil to an external space and thus away from the friction disk. Thus no drag moments occur which are caused through oil adhering between the friction areas.

Friction device

Arrangement of a brake in a wheel head equipped with reducing gear

Growing community of inventors

Friedrichshafen, Germany

Friedrich J Ehrlinger