Zf Friedrichshafen Ag

Kim Führer

Thomas Riedisser

Martin Brehmer

Andreas Geiger

Peter Ziemer

Matthias Winkel

Markus Ulbricht

Thorsten Müller

Martin Ruider

Frank Gessler

Thomas Puth

Stephan Demmerer

Stefan Beck

Mario Steinborn

Matthias Horn

Josef Bader

Christoph Margraf

Karl-Fritz Heinzelmann

Ludger Ronge

Hagen Doepfert

Gerhard Höring

Gerhard Birkenmaier

Carl Schilling

Stephan Stroph

Matthias Cudok

Andreas Graf

Kai Heinrich

Ulrich Doerr

Hubert Konig

Henrik Schuh

Johannes Winkler

Fernando Jesus Ramos Zuniga

Klaus Ventzke

Werner Herbert Brandwitte

Marcel Müller

Patrick Isele

Klaus Wöhr

Hubert König

Manfred Vetter

Bernhard Walter

An electric drive axle of a vehicle with a parking lock and with at least one electric drive with a drive gear of a drive shaft. The drive gear is coupled via at least one intermediate gear of an intermediate shaft to an output gear of a differential gear unit for driving at least one output shaft. For decoupling the electric drive, at least one claw shift element is associated with the drive shaft and/or with the intermediate shaft in such a way that the claw shift element is arranged upstream of the parking lock in power flow direction from electric drive to differential gear unit.

Electric drive axle of a vehicle

The disclosure relates to a claw coupling for interlockingly connecting a first rotatable component to a second rotatable component, wherein a sliding sleeve is non-rotatably and axially slidably arranged on the first rotatable component and a coupling body is non-rotatably arranged on the second rotatable component, the sliding sleeve being axially movable for interlocking connection to the coupling body in order to connect the first component to the second component, at least one spring-loaded shifting ring being movably mounted, non-rotatably and axially relative to the sliding sleeve, on the sliding sleeve, and a damping chamber, formed in dependence on the relative motion, is provided in order to delay the axial motion. The disclosure further relates to an electrical drive axle of a vehicle having at least the claw coupling. In addition, the disclosure relates to a method for interlockingly connecting the first rotatable component to the second rotatable component via a claw coupling.

Claw coupling for interlockingly connecting a first rotatable component to a second rotatable component

A multi-stage planetary transmission for a bicycle or a pedelec includes a transmission input shaft (), a transmission output shaft (), and at least three planetary gear sets (VRS, VR, VR, RS, RS, NRS, NR, NR). A first planetary gear set (RS) and a second planetary gear set (RS) are configured as a main gear set and at least one further planetary gear set (VRS, VR, VR, NRS, NR, NR) is configured as a front-mounted gear set and/or as a rear-mounted gear set. At least three free-wheel clutches (F, F, F, F) and at least three brakes (B, B, B, B) are provided for implementing at least eight gears (G, G, G, G, G, G, G, G, G, G, G, G, G, G, G, G). Moreover, the multi-stage transmission may be a bottom bracket transmission. In addition, a bicycle or pedelec with the multi-stage transmission is proposed.

Planet-type multi-stage transmission for a bicycle or pedelec

A transmission for a motor vehicle has an input shaft, an output shaft, a ratio-changing device by which different transmission ratios are made available, a housing, a hub connected to a torsional damper, and a separating clutch including a first clutch half and a second clutch half. The hub is connected to the first clutch half. The input shaft is rotationally fixed to the second clutch half and extends axially into the ratio-changing device. A first axial end of the input shaft is directly or indirectly supported on the housing in a radial direction via a first bearing. A second axial end of the input shaft is supported directly on the hub in the radial direction via a second bearing. Additionally, the hub is directly supported on a bearing shield in the radial direction via a third bearing, the bearing shield being rotationally fixed to the housing.

Transmission for a motor vehicle

A torsional vibration damping system () for a motor vehicle drive train () has an input side () and an output side () connected via a damper unit (). The damper unit () includes two torsional vibration dampers () and a vibration damper (). The damper unit () are configured for placement in a wet space () of a housing ().

Torsional vibration damping system for a motor vehicle drive train, hybrid drive module, and motor vehicle drive train

A transmission for a motor vehicle includes an electric motor. A rotor shaft is connected in a torque-proof manner to a rotor of the electric motor. At least one bearing directly supports the rotor shaft. A transmission shaft is connected in a torque-proof manner to the rotor shaft. Both the transmission shaft and the rotor shaft are supported directly on a transmission component by the at least one bearing.

Transmission

A transmission (G) for a hybrid vehicle includes a drive shaft (GW), an output shaft (GW), three planetary gear sets (P, P, P), an electric motor (EM) with a rotationally fixed stator (S) and with a rotatable rotor (R), and five shift elements (). Six forward gear ratios (to) and one reverse gear ratio (R) are formable through selective pairwise closure of the five shift elements.

Transmission for a hybrid vehicle, drive train for a hybrid vehicle having such a transmission, and method for starting up a hybrid vehicle

A planetary transmission includes a planetary gear set (), another planetary gear set (), a fluid line () through which fluid is flowable to the planetary gear set () and to the other planetary gear set (), and a fluid collecting device () which is in fluid communication with the fluid line (). The fluid collecting device () is connected in a rotationally fixed manner to the planetary gear set (). The fluid collecting device () is configured for dividing the fluid from the fluid line () which has flowed into the fluid collecting device () into a fluid part which is flowable to the planetary gear set () and another fluid part which is flowable to the other planetary gear set ().

Planetary gearing

A positive-locking shifting device of a transmission connects one element of a first planetary gear set to one element of a second planetary gear set in a first shifting position and connects an additional element of the second planetary gear set to a torque-proof element of the transmission in a second shifting position. A single element of the shifting device is axially displacable between the first and second shifting positions. A shiftable operative connection between the torque-proof element of the transmission and the additional element of the second planetary gear set disposed, at least in sections, axially between the first and second planetary gear sets. The shiftable operative connection between the torque-proof element of the transmission and the additional element of the second planetary gear set intersecting a shiftable operative connection between the one element of the first planetary gear set and the one element of the second planetary gear set.

Positive-locking shifting device of a transmission

A method of producing internal gear teeth with deflecting surfaces such that the internal gear teeth are arranged in a component having an end and a longitudinal axis, as well as an end face that is offset relative to the end of the component in the direction of the longitudinal axis. The method comprises the steps of machining the end face of the internal teeth using a conical tool that rotates about a tool axis arranged parallel to the longitudinal axis, the rotating tool first being introduced axially and then moved along a circular path coaxial to the longitudinal axis, and finally being withdrawn parallel to the axis.

Method for producing an internal toothing and component having internal toothing

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 determining the rotational speed of a transmission shaft (). The device includes a rotational speed indicator () connected, in a rotationally fixed manner, to the transmission shaft () and at least one rotation speed sensor () including at least one sensor element (). By way of the sensor element (), the speed of the transmission shaft () is detected via the speed indicator (). The speed sensor () is attached to a shifting element () for actuating a sliding sleeve () of a clutch device () that is connected to the transmission shaft () in such a manner that the sliding sleeve () axially movable on but fixed so as not to rotate.

Device for determining the rotational speed of a transmission shaft

A transmission control having an electronic control unit (), at least one mechatronic component (), and a housing () comprising an upper housing part (), a lower housing part (), and a central housing part (). These housing parts together form at least one receiving space () for the control unit () and/or the mechatronic component () which is arranged between the upper housing part () and the lower housing part (). The control unit () and/or the at least one mechatronic component () are fastened on the upper housing part (). A process for installation of a transmission control () is also disclosed.

Transmission control and method for mounting a transmission control

A sensor arrangement () for a clutch device () comprising a housing () and a sensor part (') with at least one sensor () for detecting the position of a movable part () of the clutch device (). The housing () has a recess () for the sensor part (&#x2032;) and the sensor part (&#x2032;) is fastened to a stationary part (). The sensor part (&#x2032;) may be positioned on the clutch device () from the outside through the recess () of the housing and detachably fastened to the stationary part ().

Sensor arrangement for a clutch device

The present invention relates to a method for determining the rotational speed of the main shaft () of a transmission in which the main shaft () is connected to an output shaft () via a shiftable planetary gear (), whereby the main shaft () is connected in a rotationally fixed manner to the sun gear () and the output shaft () is connected in a rotationally fixed manner to the planet carrier (). The steps of the method are picking up the rotational speed (n) of the ring gear (), picking up the rotational speed (n) of the output shaft or the planet carrier (), and computing the rotational speed (n) of the main shaft () from the rotational speed (n) of the ring gear and the rotational speed (n) of the output shaft or the planet carrier (). The present invention further relates to a transmission having a rotational speed pickup device.

Growing community of inventors

Lindau, Germany

Kim Führer