Zf Friedrichshafen Ag

Zahnradfabrik Friedrichshafen, Ag.

Fritz Leber

Wolfgang Rebholz

Tilo Huber

Herbert Schmid

Udo Brehmer

Herbert Johann

Michael Herlitzek

To be able to determine the torque of a turbine rotor () with precision even when a clutch () is operated with slippage, a rotation speed sensor () determines the speed of a pump impeller wheel () and a rotation speed sensor determines the speed of the turbine rotor (), and the speed signals are transmitted to an electronic control unit which, with reference to stored torque converter data, determines the torque of the turbine rotor.

Hydrodynamic torque converter

To achieve precise control of a clutch arranged inside a converter housing () and which connects the converter housing () to a pump impeller wheel (), the converter's internal pressure, which acts on a piston () of the actuation device of a clutch (), is determined by a pressure sensor () and the actuation pressure, which acts on the piston () in the opposite direction, is adjusted accordingly.

A hydrodynamic clutch arrangement is provided with at least a pump wheel and a turbine wheel to form a hydrodynamic circuit in a clutch housing, the drive-side wall of the housing being connected on the side facing the drive unit, such as an internal combustion engine, to the drive unit, a clutch device being provided to bring the housing into or out of working connection with the pump wheel. The clutch device is located inside the clutch housing.

Hydrodynamic clutch arrangement with a clutch device inside the clutch housing

To control one clutch () in a hydrodynamic torque converter, the pressure acting upon one first piston area () is supplied to a control unit which, depending on the pressure, adjusts the pressure acting upon a second piston area (). It is possible to exactly adjust the piston force acting upon a clutch () even in the presence of changing pressure ratios within the hydrodynamic torque converter.

A hydrodynamic converter for the power train of a motor vehicle is proposed which comprises one pump (), one turbine () connected with the transmission input shaft () and one stator (guide wheel) () and in which the pump () is detachably connectable via a primary clutch (PK) with the input of the engine, the primary clutch (PK) being situated in the transmission (G).

Hydrodynamic converter with a primary clutch

A hydrodynamic converter () for the drive train of a motor vehicle is proposed, which comprises a pump (), a turbine () which is connected to a transmission input shaft (), a stator (), a primary clutch (PK) which connects a drive () detachably to the pump (pump impeller) () and a converter bridging clutch (WK), which connects the drive () detachably to the transmission input shaft (), in which the primary clutch (PK) and the converter bridging clutch (WK) can be actuated by a common piston () via a common oil supply ().

Hydrodynamic converter with primary and converter bridging clutches

In a powershift multi-gear transmission ( ), the countershafts of the reverse gear (KR), of the forward gear (KV) and of the fourth gear (K ) are combined to form one reversing transmission unit ( ) and the countershaft units of the first gear (K ), of the second gear (K ) and of the third gear (K ) are combined to form one gear transmission unit ( ). The reversing transmission unit ( ) is provided on any side of the input shaft ( ). The gear transmission unit ( ) attaches to the reversing transmission unit ( ) so that the reversing transmission unit ( ) and the gear transmission unit ( ) are disposed in relation to the input shaft ( ) in succession upon one side of the input shaft ( ). The gear transmission unit ( ) is preferably located on the countershaft unit of the reverse gear (KR).

Powershift reversing gearbox

Multi-ratio reversing power shiftable gear

Multispeed powershift reversing gear

Motor-vehicle drive line with a drive motor, gearbox and axle

Multi-ratio power-shiftable reversing gear

Power-shiftable, multiple gear reversing gear box

Multi-stage reversing gear changeable under load

The invention concerns a gearbox (9). On the gearbox is front-mounted a hydrodynamic torque converter (3). The gearbox (9) has hydraulically actuatable gear clutches (17, 18, 23 and 28) which are designed structurally alike. The gears (14, 15, 16, 19, 20, 21, 22, 24, 26 and 27) are in constant engagement with each other. In order to reduce the development of noise, the gears are high and helically toothed. The gearbox is especially suited for use in vehicles in which special importance is attached to comfortable riding. Such vehicles are, for instance, passenger cars and mobile homes.

Gearbox

A lubricating oil flow control device, especially for a speed change transmission operating in an oil bath, has a clutch actuator which is shiftable along the periphery of a shaft provided with an oil passage individual to the clutch or operating the latter. This actuating plate has an axially extending sleeve which obstructs a radial bore in the shaft in the unactuated position of the clutch and thereby limits the flow of oil to the clutch plate or lamella. In another operating position of the actuating plate, the bore is unobstructed and provides, e.g. via holes in the sleeve and in a sleeve of a gear to which the clutch can connect the shaft, a substantially direct flow path to the center of the clutch in an unobstructed manner.

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Friedrichshafen, Germany

Fritz Leber