Zf Friedrichshafen Ag

Hermann Lanz

Roland Stauber

Gerhard F&uuml;hrer

Michael Trübenbach

Michael Epple

Mario Holder

Sylva Rother

Gerhard Höring

Horst Leichsenring

Gerhard Führer

Ewgeni Bayer

Georg Ege

Martin Lamke

Jörg Börner

Rolf Bürkle

Marcus Raeder

Michael Ludescher

An auxiliary power take-off assembly in a motor vehicle transmission, which has a torque converter, a transmission input and a transmission output. The auxiliary power take-off assembly includes: an input shaft at the transmission input, and which is permanently connected to a drive motor of the motor vehicle by way of the pump shaft of the torque converter; a transmission output shaft at the transmission output; a transmission chain, which includes an input element and an output element and the output element of which can be connected to an auxiliary assembly to be driven; and a switching element, which is operatively arranged between the input shaft and the input element of the transmission chain, to selectively connect the input shaft to the output element. The output element is arranged on an output shaft, which is mounted in a bearing cap.

Auxiliary power take-off assembly

An auxiliary power take-off assembly in an automatic transmission of a motor vehicle provided with a torque converter, having a transmission input and transmission output having a drive shaft at the transmission input that is permanently connected to a drive motor of the motor vehicle via a pump shaft of the torque converter. A transmission output shaft at the transmission output, and a transmission chain includes at least one drive element and one output element. The output element can be connected to an additional unit to be driven. A switch element, which is arranged so as to act between the drive shaft and the drive element of the transmission chain for optionally connecting the drive shaft to the drive element. The drive element and the output element are designed as gearwheels which are engaged with one another without an intermediate wheel.

A transmission of a vehicle having a transmission housing which accommodates shifting elements. The transmission has a hydraulic control unit which supplies the shifting elements with hydraulic oil, and which has a valve housing and a duct plate. The valve housing accommodates valves, and the duct plate unit is connected to the transmission housing and contains hydraulic ducts which communicate with hydraulic ducts of the transmission housing, to supply hydraulic oil to the shifting elements. The transmission has a transmission-side power-take-off via which mechanical power can be drawn from the transmission. The transmission has a transmission-internal, controllable clutch for the transmission-side power-take-off, by which the transmission-side power-take-off can be coupled to a transmission shaft to enable mechanical power to be drawn from the transmission shaft, and the transmission-internal, controllable clutch for the transmission-side power-take-off can be supplied from the hydraulic control unit with hydraulic oil for actuation of the clutch.

Transmission of a motor vehicle

A housing () for an assembly in a vehicle drive-train having a first housing component (A) and a second housing component (B). The first and second housing components (A,B) are aligned with and coupled to one another. A shaft () for supporting a structural element () of the assembly is arranged inside the housing. The shaft () is supported respectively in the first and the second housing components (A,B). The shaft () serves to align the first and second housing components (A,B) relative to one another. A transmission having such a housing () is described as is a method for producing such a housing ().

Housing with two aligned housing parts for a unit of a vehicle drive train

A change-speed gearbox of a motor vehicle having a drive input and a drive output shaft which are mounted in a main chamber of a gearbox housing and by which a power flow can be transmitted by the selective actuation of clutches such that, parallel to the drive input and output shafts, an intermediate shaft with an intermediate gearwheel is arranged in an auxiliary chamber of the gearbox housing which communicates with the main chamber, so that when the shifting device is appropriately actuated, a power flow is directed from the drive input shaft, via the intermediate gearwheel of the intermediate shaft, to the drive output shaft to produce a reverse rotation direction of the drive output shaft. The auxiliary chamber, accommodating the intermediate shaft, has a bell-shaped longitudinal section with an oval cross-section.

Change-speed gearbox having a gearbox housing which has an auxiliary chamber

An arrangement of the intermediate gear for a reverse gear () is proposed for a transmission with a drive shaft and an output shaft () arranged coaxially in relation to it and with one additional intermediate shaft () arranged parallel to the drive and output shafts () for a power take-off. The intermediate gear for the reverse gear () is driven by a shaft () and drives the output shaft (), in which the intermediate gear for the reverse gear () is arranged above an imaginary plane (A) extended through the axes of the driving shaft () and the output shaft () and, with a horizontal orientation of plane (A), the driving shaft () is located to the right of the output shaft () in the direction of travel.

Intermediate gear system for the reverse gear of a gearbox with power take-off

A selector transmission with countershaft design is described which comprises one input shaft (), one output shaft (), one main shaft () situated therebetween and one countershaft () interacting with the main shaft (), shiftable gear wheel pairs being located upon the main shaft () and the countershaft (). The main shaft () and the countershaft () are disposed at an angle (&#x3b1;) to each other.

Gearbox embodied with a layshaft

A transmission shift system for idler wheels comprising at least one actuating device that actuates a respective sliding sleeve non-rotatably connected with a main shaft in order to bring the sliding sleeve to positive fit with an idler wheel to be shifted. It is provided that the shiftable idler wheel is disposed upon the main shaft directly juxtaposed in axial direction and that the respective actuating devices are provided as unit on the main shaft outside the group of idler wheels, each actuating device being connected with the respective sliding sleeve via at least one connecting element extending along the main shaft.

Gearbox shift system

In a transmission ( ) for a motor vehicle with a main transmission part ( ) which possesses a plurality of gear steps and wherein, between each step a step-jump in the gear ratio is provided, and with a split transmission part ( ) for the separation of the step-jumps of the gear steps of the main transmission part ( ) and with an area group transmission part ( ) for the extension of the over-all gear ratio of the gear steps of the main transmission part with a slow and a rapid gear ratio area, the average gear step-jump of the upper gear steps is approximately at least 0.7% less than the geometric step-jump calculated theoretically from the total gear ratio.

Vehicle transmission with progressive stepping

Multi-speed step-change transmission for commercial vehicles having an one input shaft, a main shaft placed in an axial extension, one countershaft parallel thereto and one intermediate shaft parallel to the two shafts for the reverse gear and the shafts have gear wheels forming the ratio steps of the transmission. The sum of the tip radii of the intermediate gear ( ) for the reverse gear and of the main shaft gear ( ) for the first gear is smaller than the axial separation (a) between the main shaft ( ) and the intermediate shaft ( ).

Step-change gearbox

In the case of a vehicle transmission ( ) with two counter shafts placed in a transmission housing ( ) for the distribution of load, with one input shaft ( ) and one main shaft ( ) coaxially aligned with the input shaft ( ), a gear ( ) is placed in the area between the input shaft ( ) and the main shaft ( ). The gear ( ) is secured by a bearing ( ) between the input shaft ( ) and the main shaft ( ) and secured radially by bearings between the two counter shafts. The bearing ( ) constitutes the exclusive axial bearing between the input shaft ( ) and output shaft ( ). The axial bearing comprises two axial effective roller bearings ( ) which lie on opposed sides of a projection ( ) of the gear ( ).

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Frickingen, Germany

Hermann Lanz