Zf Friedrichshafen Ag

Zahnradfabrik Friedrichshafen, Ag.

Zf Meritor, LLC

Meritor Transmission Corporation

Arvin Meritor Technology, LLC

Karl-Fritz Heinzelmann

Ludger Ronge

Robert Anthony Sayman

Charles E Allen, Jr

Ronald Peter Muetzel

Muneer Abusamra

Winfried Sturmer

Loren Christopher Dreier

James Henry Devore

James H DeVore

Mario Steinborn

Josef Bader

Kim Führer

Markus Ulbricht

Bernd Doebele

Gerhard Birkenmaier

Gerhard Höring

Andreas Graf

Kai Heinrich

Gerd Fuhrer

Frank Gessler

Kurt Osterloff

Henrik Schuh

Harald Eckert

Hans-Jurgen Oexl

Manfred Vetter

Gerd Furer

Harald Albrecht

Klaus Wöhr

Jürgen Rauter

Bernhard Walter

Hubert König

Johannes Ehrminger

Bernd Woelfle

A motor vehicle transmission () for a commercial vehicle which has at least one transmission input shaft () and at least one transmission stage, which on a drive output side serves to connect, in each case, a driveshaft () of an associated retarder () and can be linked into a force flow. To enable the at least one retarder () to be connected on the drive input side of the motor vehicle transmission (), a drive input side of the at least one transmission stage is arranged on the at least one transmission input shaft ().

Motor vehicle gearbox for a commercial vehicle

A transmission system for either a manual shift transmission, an automatic transmission or an automated transmission in which the electrical connections and the pneumatic connections including any ventilation port, for the internal components of the transmission are combined with one another so as to exit the transmission housing via a single unified connection formed in the housing wall of the transmission.

Transmission system

A device for reducing rattling noises in a variable-speed transmission having a main shaft, two countershafts and gear wheels that are mounted, with some radial play relative to the main shaft, for rotation around the main shaft. To engage a gear, a respective loose gearwheel can be connected in a rotationally fixed manner to the main shaft. In a first embodiment, at least one loose gearwheel is mounted on the main shaft by at least one roller bearing, and the roller bearing is axially fixed relative to the main shaft by at least one flexibly resilient element. In a second embodiment, the loose gearwheel is supported, by a roller bearing on a component that is fixed to the housing and has radial play. The roller bearing is axially fixed relative to the component fixed to the housing by at least one flexibly resilient element.

Device for reducing rattling noises in variable-speed transmissions

A device for reducing rattling noises in a variable-speed transmission having a main shaft, two countershafts and gearwheels that are mounted, with some radial play relative to the main shaft, for rotation around the main shaft. To engage a gear, a respective loose gearwheel can be connected in a rotationally fixed manner to the main shaft. In a first embodiment, at least one loose gearwheel is mounted on the main shaft by at least one roller bearing, and the roller bearing is axially fixed relative to the main shaft by at least one flexibly resilient element. In a second embodiment, the loose gearwheel is supported, by a roller bearing on a component that is fixed to the housing and has radial play. The roller bearing is axially fixed relative to the component fixed to the housing by at least one flexibly resilient element.

The invention concerns an automated motor vehicle shift transmission () with an input shaft, an output shaft and several selectively engaged gears, the input shaft (W) being connected to a drive motor (M) via an engine clutch (K) that can be engaged and disengaged. To avoid an interruption of the traction force during a shift process, a controllable friction clutch is provided as a change-under-load clutch (K) to connect the input shaft (W) directly to the output shaft (W, W) when necessary. The invention also concerns a method for controlling the gearshifts of an automated motor vehicle shift transmission comprising an input shaft, an output shaft and several selectively engaged gears, and in which the input shaft is connected to a drive motor via an engine clutch that can be engaged or disengaged, such that in a shift process between a loaded gear that is engaged and a target gear to be engaged, the engine clutch remains closed during the gear change. To avoid a traction force interruption it is provided that during a shift process between two gears containing at most one direct step (i&#x3e;=1), before the loaded gear is disengaged a change-under-load clutch, positioned between the input shaft (W) and the output shaft (W, W), is at least partially closed in order to take over the torque transfer, the loaded gear is then disengaged, the target gear is then synchronized and engaged, and finally the change-under-load clutch (K) is fully opened again.

Motor vehicle automated gearbox and method for the operation thereof

A method for controlling an automatic transmission, which allows changing a gear change and downshifting with minimal interruption of traction while the phase of reduction of the drive torque of the drive motor, the phase interruption of the frictional connection phase in the automatic transmission and the phase of rotational speed adjustment in the transmission input shaft are designed for a suitable target rotational speed such that they at least partially overlap. Upon interruption of the frictional connection in the automatic transmission, the drive motor transmits a drive torque to the input shaft of the automatic transmission, via the main clutch, which adjusts the rotational speed of the input shaft of a transmission to the synchronous speed of the new gear.

Process and device for controlling a gearsift of an automatic gearbox

A multi-group transmission for a motor vehicle having a main transmission and a range group transmission downstream from the main transmission. The reverse gear is integrated into the range-group transmission.

Multi-group gearbox

A centrifugal clutch assembly includes a clutch cover attachable to a rotatable input member. Friction plates are clamped between pressure plates in response to rotation of the clutch assembly. Rotation of the clutch assembly causes at least one centrifugal weight to move radially outward to force the pressure plates against the friction plates. The radial position of the centrifugal weights is modified to tailor clutch actuation. This modification of centrifugal weight position causes a corresponding change to engagement characteristics of the clutch assembly allowing clutch actuation to be tailored to operating conditions.

Variable engagement centrifugal clutch assembly

A method and a device for determining the torques on gear shafts. With the help of this method and the device in the case of a constant transmission ratio, the rotational speed of a first gear shaft () and the rotational speed of a second gear shaft () are measured cyclically. A first torque is present on the first gear shaft and a second torque is present at the second gear shaft. The second gear shaft is driven by the first gear shaft directly or indirectly, via gears (). A quotient is computed from these two rotational speeds, and stored so the current quotient can be compared with the quotient of the previous measuring cycle. In the case of a difference in the quotients of the current and the previous measurement, a change in the torque of the first gear shaft can be assumed.

Method and device for determining the torque on gear shafts

A transmission for a motor vehicle comprising an input shaft (), an output shaft () and at least one countershaft (). The transmission comprises at least one direct gear and the parts of the transmission that are not involved in the power flow in the direct gear, are completely or partially uncoupled when the direct gear is engaged.

Transmission having direct gear

A vehicle power train system includes an engine, a transmission, and a centrifugal clutch assembly that selectively couples an engine output shaft to a transmission input shaft in response to an operator input. An operator selects a desired vehicle-operating mode by actuating a shift lever or shift switch from a gear selection device. The gear selection device indicates many different operating modes and includes a low-speed maneuvering mode that is selected for low-speed operations such as coupling a truck to a trailer, or positioning a truck and/or trailer in relation to a loading dock area. Once the low-speed maneuvering mode is selected, a control unit controls at least one of engine speed and engine torque to indirectly effect clutch slippage, which results in improved vehicle speed control at low-speed operations.

Centrifugal clutch assembly with dedicated maneuvering mode

A clutch assembly includes a reaction surface that provides several disengagement surfaces that cause axial movement of a front plate to reduce torque transmission at rotational speeds above an engagement speed. The disengagement surfaces reduce torque to break torque lock at rotational speeds corresponding to desired gear changes. The clutch assembly is controlled to tailor the relationship between clutch torque and engine speed to current vehicle operating conditions to provide consistent vehicle performance over different operating conditions.

Multi-function centrifugal clutch

A master clutch includes a pressure plate adjacent to a friction disc. A centrifugal weight forces the pressure plate and friction disc into engagement when in a desired install position. A locking device retains the centrifugal weight in the desired installed position. A controller sends an electronic command to a system component, such as an engine, to disengage the locking device. In one example, the electronic command may be an engine speed command that is above an engine speed limit in a normal vehicle operating mode. Commanding the engine to run at a speed greater than the typical engine speed limit moves the centrifugal weight out of the desired installed position making the master clutch operational.

Disabling engine speed limiters during centrifugal clutch installation

A centrifugal clutch assembly includes movable centrifugal weight reaction surfaces that provide for actuation at varying rotational speeds. A radially movable front plate with a ramped surface changes the radial position at which the centrifugal weight begins moving the front plate axially to compress a clamp spring and begin clutch actuation. An axially movable back plate moves axially to change the magnitude of compression caused by axial movement of the front plate. The changes to clamping force corresponding to movement of the reaction surfaces of the centrifugal weight change the rotational speed required to beginning and maintain actuation of the clutch assembly.

Dynamic modification of centrifugal clutch

A normally open clutch assembly includes a device holding a centrifugal weight in a position causing axial movement of pressure plates and thereby a clamping force between pressure plates and the friction disks. The clamping force holds the friction disks in a desired aligned position during assembly.

Growing community of inventors

Meckenbeuren, Germany

Karl-Fritz Heinzelmann