Zf Friedrichshafen Ag

Hydraulik-ring Gmbh

Entec Consulting Gmbh

Mark Andy Mohr

Matthias Reisch

Ralf Dreibholz

Gerhard Gumpoltsberger

Peter Ziemer

Gert Bauknecht

Rudolf Flierl

Manuel Gotz

Manuel Götz

Daniel Gollasch

Friedrich Tenbrock

Marcus Hiemer

Sascha Heinrichs-Bartscher

Jürgen Wafzig

Bernhard Sich

Udo Brehmer

Martin Fellmann

Jurgen Wafzig

Martin Sagmeister

Olrik Weinmann

Kazutaka Iuchi

Marc Abele

Manuel Goetz

Bastian Volpert

Johannes Ziegler

A control unit for a vehicle that has a chassis and a driver's cab on the chassis, comprising a first data interface for receiving image data generated by an imaging sensor, a second data interface for receiving vehicle state data generated by a vehicle state sensor, an evaluation unit for evaluating the image data and/or the vehicle state data in order to generate a first control signal on the basis of the evaluation of the image data, which is configured to counteract a relative movement between the chassis and the driver's cab and/or generate a second control signal on the basis of the evaluation of the vehicle state data, which is configured to correct a setting of the imaging sensor, and a signal output unit for outputting the first and/or second control signals.

Controller, control method, and computer program product for a vehicle which has a chassis part and a driver cab part that can be found on the chassis part

A system for safely operating an automated vehicle includes a first network including a sensor set comprising a plurality of sensors configured to detect the surroundings of the vehicle. The sensor set is coupled to a high-performance electronic control unit (ECU) configured to process the signals of the sensors for orientation, control, and collision avoidance. The system further includes a secure motion-control ECU redundantly coupled to at least one drive element via at least two control signals for controlling the vehicle. The high-performance ECU is configured to output an object recognition indicator signal for orientation, control, and collision avoidance to the motion-control ECU. The system also includes a second, hierarchical, redundant network for safely operating the vehicle. The motion-control ECU is designed to securely evaluate the signals of a human/remote-machine interface (HMI/RMI), a ground truth sensing device, and a perception-safety ECU for the recognition of an emergency state.

System and method for the safe operation of an automated vehicle

A method of controlling a mobile work machine having a reversing gearbox. The driving direction reversal is initiated by detecting a driving direction reversal command. A change of the torque transmission from a current driving direction to a new driving direction is carried out as a powershift. Braking for the driving direction reversal occurs in a manner so as to recuperate energy. Furthermore, a device for controlling a mobile work machine, in particular for implementing the method, is also disclosed.

Method and device for actuating a mobile work machine

A device () for actuating a component mounted to rotate on a shaft (), preferably a gearwheel (A toD) made as a loose wheel of a transmission device (). The component can be shifted by an engaging device (A,B) that includes at least one electric actuator () to an engaged condition in which the component is connected in a rotationally fixed manner to the shaft (), and such that the component can be acted upon with the actuation force needed for its engagement or disengagement from inside the shaft () outwardly. The electric actuator () is at least partially arranged inside the shaft ().

Device for actuating a gearwheel, which is designed as a loose wheel, of a transmission device

A power-shiftable transmission, in particular an automatic transmission for a vehicle, which comprises a plurality of frictional shifting elements and at least one interlocking shifting element (A, B, C, D, E) and a plurality of gearwheels which can be engaged in a power flow by the shifting elements (A, B, C, D, E). In order to engage a gear step, at least two associated shifting elements (A, B, C, D, E) are engaged and at least one interlocking shifting element (B), as a shifting element (B) to be engaged, is associated with a gear step to be engaged with a supporting gear.

Power-shiftable transmission

A device () for driving working equipment () which can be connected to an agricultural commercial vehicle. The commercial vehicle has a combustion engine () and a generator () which can be driven by the combustion engine (). The commercial vehicle and/or the working equipment () have at least a hydraulic pump (), for the supply of a hydraulic working circuit (), and a mechanical connection (), for driving the working equipment (). At least one hydraulic pump () and/or the mechanical connection () can be driven electrically and/or mechanically, and can be driven with a controllable rotational speed by way of the power branching.

Device for driving working equipment of a commercial vehicle

The invention relates to a positively engaging shifting element which can be hydraulically or pneumatically actuated, comprising a hydraulically or pneumatically actuatable piston (I) having a piston compartment () containing a hydraulic medium or pressure medium, a jaw () having a dog-type gearing () and a mating jaw () with which the dog-type gearing () meshes when engaged. The engaging speed of the jaw () can be increased by decoupling the jaw () from the hydraulic or pneumatic volume flow when the jaws () and () are in a tooth butt position in relation to each other and by pretensioning the jaw () by means of a mechanical device () that is actively connected to the piston (I). The gap between the jaws, i.e. the window into which the jaw () can be engaged is maintained as narrow as possible in order for a tooth butt position of the jaws () and () in relation to each other being highly probable when the shift element is applied.

Positively engaging shifting element which can be hydraulically or pneumatically actuated

The invention relates to a positively engaging shifting element which can be hydraulically or pneumatically actuated, comprising a hydraulically or pneumatically actuatable piston (I) having a piston compartment () containing a hydraulic medium or pressure medium, a pressure medium supply () for the piston (I), a jaw () and a mating jaw () with which the jaw () meshes when engaged. The engaging speed of the jaw () can be increased by decoupling the jaw () from the hydraulic or pneumatic volume flow when the jaws () and () are in a tooth butt position in relation to each other and by pretensioning the jaw () by means of a hydraulic or pneumatic pressure reservoir () that is actively connected to the piston (I) and that is connected to the pressure medium supply (). The gap between the jaws, i.e. the window into which the jaw () can be engaged is maintained as narrow as possible in order for a tooth butt position of the jaws () and () in relation to each other being highly probable when the shift element is applied.

A transmission configuration for a vehicle with at least a wet clutch () functioning as starting element. A coolant and a lubricant supply is provided via at least a pump device () which can be driven by a drive motor () of the vehicle. The pump device () can be driven in such a way that the conveyed flow volume of the pump device () is proportional to the rotational speed difference between the rotational speed of the drive motor () and the rotational speed of the clutch () which is designed and functions as the starting element.

Transmission arrangement for a vehicle

A transmission device () including at least one shift element () that can be actuated via an actuator () having at least one electrical component (). The electrical component () is connected to a transmission shaft (), rotates during operation at the rotational speed of the transmission shaft (), and is operatively connected to further components of the transmission device (), via an electrical transmitting device (). Electrical energy can be exchanged, at the least, inductively via the transmitting device () between the components of the transmission device () and the at least one electrical component () connected to the transmission shaft (). Hydraulic actuating pressure can be generated, via the electrical component (), for actuating the shift element ().

Transmission device having at least one shift element that can be actuated by means of an actuator

A power shift parallel shift transmission with parallel torque transmission branches, the input sides of which have an intermediate element which can be connected by an associated power shift element to a common input element, and the output sides of which can be connected by drive output elements with a common output element and can be connected to the appropriate intermediate element by a transmission ratio step that is engaged by an associated clutch. The transmission ratio steps are sequentially distributed in alternation in the order of their transmission ratios across the intermediate elements and in groups of adjacent transmission ratios across the drive output elements. To simply increase the number of gear steps in a space-saving manner, at least one of the drive output elements is in driving connection with the common output element via at least two alternatively shiftable output transmission ratio steps that have different transmission ratios.

Load-shiftable parallel shift transmission and double clutch transmission

A multi-stage transmission comprising planetary gearsets (P, P, P, P), shafts, and shift elements. Gearsets (P, P) form a front -mounted gear gearset and gearsets (P, P) form a main gearset. The carriers of gearsets (P, P) are coupled via shaft () which couples a main gearset element. The ring gear of gearset (P) couples the sun gear of gearset (P) via shaft () that couples drive shaft () via clutch (). The sun gear of gearset (P) couples housing (G) by shaft () via brake (), and shaft () via clutch (). The ring gear of gearset (P) couples housing (G) by shaft () via brake (). Shaft () couples main gearset element, and, via brake (), housing (G). Shaft () couples another main gearset element and, via clutch (), shaft (). The output shaft couples a further main gearset element.

Multi-stage gearbox

A device () for transmitting torque from a first shaft () to a second shaft () of a transmission device, in particular a counter shaft transmission. The device () has a first gear () supported on the first shaft () by a bearing device () and which, in an assembled state, engages a second gear () arranged on the second shaft (). The first gear () can be shifted into an activated state in which the first gear is connected in a rotationally fixed manner to the first shaft (). A supporting mechanism () is associated with the first gear (), next to the bearing device (), via which tilting moments present and acting on the first gear (), at least in a connected state, are transmitted to and supported by the first shaft ().

Device for transmitting a torque

A device for rotationally fixing a shaft to a component that is rotatably arranged on the shaft. The actuating element positively engages the components to rotationally fix the components to the shaft. The difference in rotational speeds, between the component and the shaft, can be at least approximately compensated for by the actuating element. The actuating element, for rotationally fixing the component to the shaft by the actuator, is operatively connected to at least one support body, which is rotationally fixed with respect to the shaft in such a manner that the actuating element can act upon the component with an actuating force that depends on the torque to be transmitted from the shaft to the component and which is independent of the actuation of the actuator in the state in which the actuating element can be rotated relative to the shaft.

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Kaiserlautern, Germany

Mark Andy Mohr