Zf Friedrichshafen Ag

Volkswagen Ag

Zf Sachs Ag

Hans-Jürgen Schneider

Wolfgang Kundermann

Jörg Sudau

Axel Rohm

Thomas John

Jochen Kuhstrebe

Rainer Reuthal

Olaf Moseler

Eduard Steiner

Wolfgang Grosspietsch

Reinhard Feldhaus

Thomas Dögel

Volker Stampf

Thomas Strasser

Alexander Markow

Thomas Walter

Paul Kraus

Mario Bühner

Rainer Brand

John Thomas

Jürgen Weth

Stefan Zopf

Hilmar Göbel

Matthias Tögel

Thomas Walther

Alexander Makow

Peter Prystupa

Method for shifting a neutral state of an automatic multi-stage transmission of a motor vehicle, where, to engage and to disengage gear stages of the transmission, shift couplings, at least one of which is equipped with a synchronizing device, can be actuated by a transmission actuator.

Method for shifting a neutral state of an automatic multi-stage transmission

A torsional vibration damper in a gearbox housing has an input part connected to a drive and acts on a first damping unit and an intermediate part which acts as the output of the first damping unit and as the input of a second damping unit. The torsional vibration damper further has an output part which is in working connection with the second damping unit and which is designed to accept a takeoff. Takeoff-side drive elements of the intermediate part, the second damping unit, and the takeoff are mounted in a torque-transmitting space of a clutch device, which space is provided with at least one inlet and at least one outlet. A sealing wall separates the torque-transmitting space from a damping space including the first damping unit.

Torsional vibration damper

A motor vehicle includes a drive train having a drive unit, a gearbox having a first gearbox input shaft and a second gearbox input shaft, and a clutch having a first clutch device which is associated with the first gearbox input shaft, and a second clutch device which is associated with the second gearbox input shaft, for transferring torque between the drive unit and the gearbox. The first and second clutch devices are plate clutches to which an operating fluid, such as a cooling oil, is supplied to operate the same. The gearbox is associated with an actuator device and a control device for controlling the actuator device, the arrangement of which enables the gears associated with the first and second gearbox input shafts to be engaged and disengaged. The control device is designed such that at least one gear is automatically engaged by the actuator device, as a result of the clutch release of the vehicle.

Motor vehicle comprising a drive train having a multiple clutch drive

A power train for a motor vehicle is configured with a control unit operable to increase or decrease the flow of operating fluid as a function of the instantaneous demand for the supply of the operating fluid to at least one of multiple clutch arrangements in such a way that the control unit decreases or interrupts the flow of operating fluid when the supply demand is low and increases the flow of operating fluid unit when the supply demand is high.

A power train for a motor vehicle includes a drive unit, a gearbox having first and second input shafts, and a clutch having first and second multi-disk clutch arrangements assigned to respective input shafts for transferring torque between the drive unit and the gearbox. An operating fluid, especially a cooling oil, is supplied to the clutch arrangements for operation under action of the fluid. An actuator arrangement is assigned to the gearbox for engaging and disengaging gears assigned to the first and second input shafts, and a control unit controls the actuator arrangement so that at least one gear is automatically engaged when the clutch is released.

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Werneck-Stettbach, Germany

Hans-Jürgen Schneider