Voith Turbo Gmbh Co. Kg

Voith Turbo Gmbh

J. M. Voith Gmbh

Klaus Vogelsang

Jurgen Friedrich

Peter Edelmann

Peter Heilinger

Hans Gebhardt

Heribert Moller

Peter Rose

Werner Adams

Alfred Neitz

Werner Klement

Reinhard Kernchen

J&uuml;rgen Friedrich

Heinz Höller

Kurt Adleff

Reinhold Pittius

Jürgen Friedrich

Helmut Ott

Markus Kley

Roland Scherer

J&uuml;rgen Betz

Walter Eberlein

Karl Mondorf

Martin Deeg

Jurgan Friedrich

Peter Edelman

A method for control of a pressurized air supply system for a motor vehicle. In a supply condition, the air compressor is driven by the drive motor and connected to a compressed air system of the motor vehicle such that compressed air is supplied to the compressed air system. In a non-supply condition, the compressor is not driven and/or connected to the compressed air system. The switching of the supply or non-supply condition results from a comparison of at least one switch pressure value with a pressure in the compressed air system and the topography of the stretch of road on which the vehicle is travelling, which includes the profile of the path which the vehicle must cover within a period of time and/or path distance to a given destination.

Method for control of a pressurised air supply system for a motor vehicle

The invention relates to a method for optimizing engine braking in a drive unit, particularly used for motor vehicles, comprising an internal combustion engine consisting of a crankshaft, and an exhaust gas turbine which is connected to a crankshaft via a transfer device. A hydrodynamic coupling is arranged in the transfer device. The invention is characterized by the following features: in one operational state corresponding to braking operation with an engine brake, the exhaust gas is operated at a working point which is characterized by the maximum acceptable limiting speed nof the exhaust gas turbine at a minimum output moment Mand in another operational state corresponding to the partial load operation or thrust operation, the exhaust gas turbine is operated at a working point which is characterized by a minimum speed nand minimum receivable moment M, wherein adjustment of both working points is carried out by the hydrodynamic coupling, such that it can be operated according to at least one characteristic whose transferable moment corresponds to the minimum outputtable or receivable moment Mof the exhaust gas turbine over a large part of the speed difference characterizing the slip range taking into account the multiplication of the transfer elements in the transfer device to the exhaust gas turbine.

Method for optimizing the utilization ratio in a drive unit and drive unit

A retarder having the following features: a rotor () and a stator () that, together, form a working space (); a hollow shaft () for connecting, in a rotationally fixed manner, an input shaft (), which is near a transmission, to an output shaft (), which is near a cardan shaft, and; the hollow shaft support s the rotor by means of a screw thread ().

Hydrodynamic brakes

The invention involves a process for controlling the rotational speed of a drive motor during a start-up period, in a drive train, containing at least one starter element that can be coupled to the drive motor, in a rotationally fixed manner, in the form of a hydrodynamic coupling, containing a primary blade wheel and a secondary blade wheel, which form together at least one toroid-shaped working space. According to the invention, the rotational speed of the drive motor is set as a function of the power that can be consumed by the hydrodynamic coupling. The consumable power can be controlled or regulated.

Method for regulating the speed of a drive motor

A hydrodynamic component () comprising: two rotating blade wheels: a primary blade wheel () and a secondary blade wheel (), which together form at least one torus-shaped working chamber (5Z); at least inlet () for service fluid leading into the torus-shaped working chamber, the inlet being located in the vicinity of the lowest static pressure; at least one outlet () leading out of the torus-shaped working chamber; a working fluid circulation () which is set up in the torus-shaped working chamber during operation; a closed circuit () allocated to the working chamber and an external section () of the closed circuit, said section being located between the outlet and the inlet.

Hydrodynamic component

A hydrodynamic component with at least two rotating impellers which form a working chamber for a working circuit. A closed circuit coupled to the inlet to the working chamber and to the outlet from the working chamber. The closed circuit is pressure tight. Pressure control for the closed circuit.

A method for controlling the power consumption of a starting element () in the form of a hydrodynamic clutch (). The clutch comprises an impeller () and a turbine wheel (), which together form at least one toroidal working chamber () that can be filled with an operating medium, and is located in a drive train () with at least one other drive motor that can be coupled to the hydrodynamic clutch. The method is characterized in that the power consumption can be freely adjusted as a function of the volumetric efficiency of the hydrodynamic clutch and the method has the following characteristics: the supply or evacuation of the operating medium to or from the working chamber is influenced by the generation and introduction of a static superposition pressure in the closed rotating circuit; the operating medium is supplied or evacuated to or from the working chamber by the application of a superposition or influencing pressure to the operating medium level in the operating medium reservoir ().

Method for controlling the power consumption of a hydrodynamic clutch by controlling the volumetric efficiency and a hydrodynamic clutch

A method for filing a retarder with an operating fluid through a valve connected to a fluid reservoir having air pressure P and conveying an operating fluid with an actuating pressure P in the retarder. The method comprises: after starting the retarder during a first time interval T , an overshoot actuating pressure P (U) lying above nominal pressure P NENN for the nominal braking torque to be regulated is adjusted. In a second time interval T , overshoot actuating pressure P (U) is reduced to a nominal pressure P NENN. The overshoot actuating pressure P (U) and timer intervals T and T are determined or regulated depending on at least one of the following parameters: reservoir air pressure P , retarder oil temperature, retarder or vehicle speed, vehicle acceleration, vehicle transversal acceleration, ABS signal, axle load, brake-pause interval, operating fluid level, outside temperature, speed of the actuating element, acceleration with respect to nominal value settings (speed variation without nominal value dynamics).

Method for retarder control and control apparatus for the same

A drive unit includes a motor, a hydrodynamic retarder, at least one pump, at least one feed line for feeding operating medium to the retarder, and at least one bypass line which conveys operating medium past the retarder. A device for directing the flow of operating medium is arranged upstream of the retarder in the direction of flow. The device can feed the operating medium through the retarder via the feed line, feed the operating medium past the retarder via a bypass line, or divide the total flow of operating medium into at least two predetermined parts. A first predetermined part of the operating medium is fed through the retarder via the feed line. A second predetermined part of the operating medium is conveyed past the retarder via the bypass line.

Drive unit including a motor and a retarder

The invention relates to a method and a device for increasing the use of the braking moment of a retarder in an automobile. According to this method, the heat produced by the retarder during braking is dissipated using a coolant. The method is characterized in that at least one auxiliary consumer and/or at least one of the following devices of the cooling system&mdash;a connected fan, a connected thermostat, a coolant pump, a bypass-valve&mdash;is controlled in dependence on the mode of the operation of the retarder.

Method and device for increasing the use of the braking moment of a retarder in an automobile

A retarder with retarder housing for receiving a retarder unit comprising a stator and a rotor fitted on the retarder shaft. The retarder is intended for assembly in a transmission housing. The retarder housing features a cup-shaped recess matching in its design the outer contours of rotor and stator, (a preassembled retarder unit) thus being able to receive the retarder unit in an assembled state.

Retarder

A drive unit includes a hydrodynamic retarder having a rotor paddle wheel, a stator paddle wheel, and a housing surrounding the rotor and stator wheels. The unit includes a coolant cycle system for an internal combustion engine, the coolant for this coolant cycle also being a working medium of the retarder. The drive unit further includes a working medium container for the coolant which is connected to the coolant cycle system. A connecting pipe is disposed between the working medium container and a hydrodynamic center of the retarder. A valve is disposed in the connecting pipe.

Drive unit with an engine and a retarder

A drive unit having an engine comprising at least one engine output shaft, a transmission following the engine and a coolant circuit with at least one water pump. The water pump is arranged behind the engine viewed in the direction of force flow. The drive unit may also include a hydrodynamic retarder having a stator and a rotor.

Drive unit with engine transmission and coolant circuit

A drive unit for a motor vehicle having an engine; a transmission featuring a transmission housing; and a retarder featuring a rotor and a stator. A retarder shaft is provided that is supported by two bearings which are offset along the axial length of the retarder shaft. At least one of the bearings ('outside bearing') is supported by a wall ('outside wall') of the transmission housing. The retarder shaft protrudes freely beyond the outside wall of the transmission housing. Disposed on the retarder shaft, outside the outer bearing, on the outside wall, is a sealing component. The sealing component seals the clearance between the retarder (or pinion) shaft and the outside wall, preventing passage therethrough of the transmission oil and the operating medium of the retarder.

Drive unit with a hydrodynamic retarder and transmission

A drive unit for a vehicle which includes an engine, transmission and hydrodynamic retarder having a rotor and a stator. A retarder shaft is rotatably supported by two bearings and extends through the housing of the transmission. A sealing element provides a seal between the retarder shaft and the transmission housing for separating the operating medium of the hydrodynamic retarder from either the transmission lubricant or the lubricant for one of the two shaft bearings.

Growing community of inventors

Crailsheim, Germany

Klaus Vogelsang