Zf Friedrichshafen Ag

Lucas Automotive Gmbh

Zf Active Safety Gmbh

Lara Ruth Turner

Gerhard Niederbrucker

Stefan Beck

Michael Wechs

Jens Moraw

Viktor Warth

Johannes Kaltenbach

Peter Ziemer

Matthias Reisch

Martin Brehmer

Wolfgang Rieger

Matthias Horn

Thomas Rosemeier

Raffael Kuberczyk

Anton Fritzer

Bernd Unseld

Martin Rattay

Suryanto Hendrawan

Michael Roske

Juri Pawlakowitsch

Julian King

Max Bachmann

Heinz-Joachim Gilsdorf

Volker Wagner

Robert Zdych

Ulrich Mair

Sascha Heinrichs-Bartscher

Bernhard Sich

Oliver Bayer

Jochen Abhau

Horst Krimmel

Ralf Raffauf

Holger Simon

Walter Stein

Fabio Frank

Matthias Schlegel

Jochen Köhler

Vanessa Adler

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 transmission (G) includes an input shaft (GW), an output shaft (GW), an electric machine (EM), a plurality of planetary gear sets (P-PP-P), and gear-implementing shift elements (S-SS-S). Via engagement of a first of the gear-implementing shift elements (SS), which is a force-locking shift element having a variable torque transmission capacity, the input shaft (GW) and an element (EE) of one of the planetary gear sets (PP) can be brought into a fixed rotational speed relationship with respect to each other. Another element (EEE) of one of the planetary gear sets (PPP) is permanently connected to a rotor (R) of the electric machine (EM). By engaging an auxiliary shift element (ZS,ZSa,ZSb), which is a form-locking shift element, the rotor (R) and the input shaft (GW) can be brought into a fixed rotational speed relationship with respect to each other.

Transmission for a motor vehicle, drive train and method for operating a transmission

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 variator unit of a power-split continuously variable transmission device is fixed to a rotationally fixed component and has a primary side rotationally fixed to an input shaft and a secondary side rotationally fixed to each respective first element of the first and a second planetary gear sets via a third shaft. A third element of the first planetary gear set is rotationally fixed to a third element of the second planetary gear set via a fourth shaft and is fixable to the rotationally fixed component via a first shift element. A fifth shaft is rotationally fixed to a second element of the second planetary gear set, which is fixable to the rotationally fixed component via the third shift element, and is connectable to the input shaft via the second shift element. A second element of the first planetary gear set is rotationally fixed to the output shaft.

Power-split continuously variable transmission device

A variator unit is fixed to a rotationally fixed component and has a secondary side rotationally fixed to an input shaft and a primary side rotationally fixed to a first element of a first planetary gear set. The input shaft is rotationally fixable via a second shift element to a second element of a second planetary gear set, which is fixable to the rotationally fixed component via a first shift element, and is rotationally fixed to a first element of a third planetary gear set. A second element of the first planetary gear set is fixed to the rotationally fixed component. A first element of the second planetary gear set is rotationally fixed to a third element of the third planetary gear set. A third element of the first planetary gear set is rotationally fixed to a third element of the second planetary gear set.

A variator unit of a power-split continuously variable transmission is fixed to a rotationally fixed component and has a primary side rotationally fixed to an input shaft and a secondary side rotationally fixed to a first element of a second planetary gear set via a third shaft. A third element of a first planetary gear set is rotationally fixed via a fourth shaft to a second element of the second planetary gear set, which is fixable to the rotationally fixed component via a first shift element and connectable to the input shaft via a second shift element. A third element of the second planetary gear set is rotationally fixed via a fifth shaft to a first element of the first planetary gear set fixable to the rotationally fixed component via a third shift element. The second element of the first planetary gear set is rotationally fixed to an output shaft.

A transmission for a motor vehicle wherein the drive shaft (An) is rotationally fixedly connectable by the first shift element (K) to the first shaft () and by the second shift element (K) to the second shaft (). The second shaft () is rotationally fixedly connectable by the fifth shift element (B) to the housing (). The third shaft () is rotationally fixedly connected to the third gear set element of the second planetary gear set (RS) and to the first gear set element of the third planetary gear set and is rotationally fixedly connectable by the sixth shift element (B) to the housing (). The second gear set element of the third planetary gear set (RS) is rotationally fixedly connected to the output shaft (Ab), and the third gear set element of the third planetary gear set (RS) is rotationally fixedly connected to the second shaft ().

Vehicle transmission

A transmission for a motor vehicle wherein the drive shaft (An) is rotationally fixedly connectable by the first shift element (K) to the first shaft () and the first shaft is rotationally fixedly connectable by the second shift element (B) to the housing (). A sun gear of the first planetary gear set (RS) is rotationally fixedly connectable by the third shift element (K) to the drive shaft (An). A carrier of the first planetary gear set (RS) is rotationally fixedly connected to the output shaft (Ab) and to a ring gear of the second planetary gear set (RS). A ring gear of the first planetary gear set (RS) is rotationally fixedly connected to the second shaft (), wherein the second shaft () is rotationally fixedly connectable by the fourth shift element (B) to the housing ().

Growing community of inventors

Immenstaad, Germany

Lara Ruth Turner