Zf Friedrichshafen Ag

Lucas Automotive Gmbh

Zp Friedrichshafen Ag

Zf Active Safety Gmbh

Julian King

Stefan Beck

Johannes Kaltenbach

Peter Ziemer

Martin Brehmer

Michael Wechs

Uwe Griesmeier

Matthias Horn

Jens Moraw

Raffael Kuberczyk

Viktor Warth

Juri Pawlakowitsch

Stephan Scharr

Eckehard Münch

Gerhard Niederbrucker

Bernd Knöpke

Ulrich Mair

Heinz-Joachim Gilsdorf

Volker Wagner

Lara Ruth Turner

Robert Zdych

Sascha Heinrichs-Bartscher

Jochen Abhau

Horst Krimmel

Ralf Raffauf

Jochen Köhler

Vanessa Adler

Matthias Schlegel

Holger Simon

Walter Stein

A method for determining a longitudinal tire stiffness (K) for at least one wheel on a motor vehicle while the motor vehicle is in operation, may include generating a sinusoidal modulation of an axle drive torque or wheel drive torque necessary for maintaining the current vehicle speed (v), or a braking torque or recuperation torque necessary for maintaining the current braking power in at least one wheel for a sinusoidal excitation of a wheel rotational rate (ω), such that a sinusoidal oscillation in the wheel rotational rate is induced. The method may also include detecting the resulting sinusoidal oscillation in the wheel rotational rate, determining the amplitude (ω) of the oscillation in the wheel rotational rate induced, and determining longitudinal tire stiffness (K) from the amplitude (ω). A corresponding apparatus for carrying out the method may be included.

Method and device for determining longitudinal tire stiffness

A tire () rolls on a surface (). A method () for providing maximum traction coefficient between the tire () and the surface () include steps for detecting a momentary slip of the tire () on the surface (); detecting a momentary traction coefficient; forming a tuple () from the slip and the current traction coefficient; choosing a characteristic curve () from a number of predetermined characteristic curves () on the basis of the tuple (), whereby each characteristic curve () describes a traction behavior of the tire () or a corresponding characteristic pitch; determining the maximum traction coefficient on the basis of the selected characteristic curves (); and thus providing the maximum traction coefficient.

Determining a maximum frictional-connection coefficient

A method for estimating a probability distribution of the maximum coefficient of friction (&#x3bc;) at a current and/or future waypoint (s, s*) of a vehicle. According to the method, a first probability distribution (WV) for the maximum coefficient of friction (&#x3bc;) at the waypoint (s) of the vehicle is determined by a Bayesian network from a first data set, which is, or was determined, for one, in particular current, waypoint (s) of the vehicle and which characterizes the maximum coefficient of friction (&#x3bc;) at the waypoint (s) of the vehicle.

Method for estimating a probability distribution of the maximum coefficient of friction at a current and/or future waypoint of a vehicle

A transmission (G) for a motor vehicle includes an input shaft (GW), an output shaft (GW), three planetary gear sets (PPP), as well as four shift elements (BKKK). By selective engagement of the four shift elements (BKKK) in pairs, six forward gears (-) are shiftable between the input shaft (GW) and the output shaft (GW).

Gear mechanism for a motor vehicle, and drive train for a motor vehicle comprising such a gear mechanism

A transmission (G) for a motor vehicle comprising an upstream gear set (VRS), a main gear set (HRS) with a total of four shafts (W, W, W, W) referred to in order of rotational speeds as first, second, third and fourth shafts, an electric machine (EM), and at least five shift elements (A, B, C, E, F), the selective pairwise closure of which realizes at least eight selectable forward gear ratios (G-G) between a drive shaft (GW) and an output shaft (GW) of the transmission (G). The upstream gear set (VRS) provides a rotational speed at a fifth shaft (W) increased relative to the rotational speed of the drive shaft (GW), in a fixed transmission ratio with respect to the drive shaft (GW). The main gear set (HRS) is a stepped planetary gear set (PS).

Gearing for a motor vehicle, and hybrid drive train with same

The invention relates to a transmission (G) for a motor vehicle, wherein the transmission (G) comprises an input shaft (GW), an output shaft (GW), three planetary gear sets (P, P, P), as well as at least five shift elements (B, K, K, K, K), wherein, by means of selective engagement of the at least five shift elements (B, K, K, K, K), seven forward gears (to) can be selected between the input shaft (GW) and the output shaft (GW), and a drive train for a motor vehicle comprising such a transmission (G).

Transmission for a motor vehicle

A transmission (G) for a motor vehicle includes an input shaft (GW), an output shaft (GW), three planetary gear sets (P, P, P), and four shift elements (B, K, K, K). By selective engagement of the four shift elements (B, K, K, K) in pairs, six forward gears (-) are shiftable between the input shaft (GW) and the output shaft (GW).

A transmission (G) for a motor vehicle includes a drive shaft (GW), an output shaft (GW), a first and a second planetary gear set (P, P), and a first, second, third, fourth and fifth shift element (). Six forward gear ratios (-) between the drive shaft (GW) and the output shaft (GW) are engagable through selective pairwise closure of the five shift elements () and rotationally fixed immobilization of the sun gear (E) of the first planetary gear set (P).

A transmission (G) for a motor vehicle having an input shaft (GW), an output shaft (GW), three planetary gear sets, and six shift elements. By engaging the second shift element (), the second element (E) of the first planetary gear set (P) is rotationally fixable. By engaging the third shift element (), the first element (E) of the first planetary gear set (P) is rotationally fixable. By engaging the fourth shift element (), the input shaft (GW) is connectable to the second element (E) of the second planetary gear set (P). By engaging the fifth shift element (), the input shaft (GW) is connectable to the first element (E) of the second planetary gear set (P). By engaging the sixth shift element (), the first element (E) of the second planetary gear set (P) is connectable to the first element (E) of the first planetary gear set (P).

Transmission for a motor vehicle, and drive train for a motor vehicle

A transmission system () including a transmission input shaft (), a transmission output shaft (), and three planetary gear sets (P, P, P) having a total of seven interface shafts (W-W). The planetary gear sets (P, P, P) are at least partially functionally connected to each other by planetary gear set shafts (S-HR), are at least partially connectable to each other through a plurality of shift elements (B, B, K-K; B-B, K-K), and are coupled to the seven interface shafts (W-W) by the planetary gear set shafts (S-HR) such that at least six gear ratios (VM-VM, RVM, RVM) are selectable such that the transmission input shaft () and the transmission output shaft () revolve with the same or different direction of rotation.

Transmission device having a transmission input shaft, having a transmission output shaft and having three planetary gear sets

A transmission (G) for a motor vehicle including an input shaft (GW), an output shaft (GW), three planetary gear sets (P, P, P) with three elements each, and five shift elements (B, K, K, K, K). The third planetary gear set (P) has first and second couplings (V, V), wherein the first coupling (V) is between the first elements (E, E) of the second and third planetary gear sets (P, P), the second coupling (V) is between the third element (E) of the third planetary gear set (P) and the output shaft (GW), and the second element (E) of the third planetary gear set (P) is permanently connected to the input shaft (GW). One of the first and second couplings (V, V) is a permanently rotationally conjoint connection and the other one of the first and second couplings (V, V) is a connection selectable by the third shift element (K).

Transmission for a motor vehicle and hybrid drivetrain provided therewith

A gearbox (G) for a motor vehicle having a drive shaft (GW); an output shaft (GW); an electric machine (EM); and first and second minus planetary gear sets (P,P), the first planetary gear set (P) being a stepped planetary gear set. A ring gear (E) of the first planetary gear set (P) is rotationally fixedly immobilizable via a fourth shift element (). The first sun gear (E) of the first planetary gear set (P) is rotationally fixedly immobilizable via a fifth shift element (). The output shaft (GW) is connected to the ring gear (E) of the second planetary gear set (P). A rotor (R) of the electric machine (EM) is continuously connected to the drive shaft (GW). The first sun gear (E) of the first planetary gear set (P) is not continuously rotationally fixedly connected to or operatively connectable by the shift elements with any further electric machine.

Transmission for a motor vehicle, drive train for a hybrid vehicle, and method for operating such a drive train

A transmission (G) for a motor vehicle includes three planetary gear sets (P, P, P), an electric motor (EM) and five shift elements (B, K, K, K, K). Selective engagement of the five shift elements (B, K, K, K, K) realizes at least eight selectable forward gear ratios (G-G) between an input shaft (GW) and an output shaft (GW) of the transmission (G).

Transmission for a motor vehicle and hybrid drive train provided therewith

A transmission for a motor vehicle has an input shaft, output shaft, first and second minus planetary gear sets, and first electric machine with a rotationally fixed stator and a rotatable rotor connectable to the input shaft. The first planetary gear set is stepped and has planet gears of a larger and a smaller effective diameter. In the first planetary gear set, first sun gear engages the larger planet gears and is connected or connectable to the rotor; second sun gear engages the smaller planet gears and is connected to a sun gear of the second planetary gear set and connectable to the input shaft; a carrier is connected to a ring gear of the second planetary gear set; and a ring gear is rotationally fixable. In the second planetary gear set, the carrier is connectable to the input shaft and the ring gear is connected to the output shaft.

Gearing for a motor vehicle, and a drive train with same

A transmission for a motor vehicle includes a drive shaft, an upstream gear set and a main gear set. A shaft of the upstream gear set is configured to make available reduced rotational speed and is a component of a first power path at a first shaft of the main gear set. The drive shaft is a component of a second power path at a second shaft of the main gear set.

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Rankweil, Austria

Julian King