Zf Friedrichshafen Ag

Markus Hoher

Linus Eschenbeck

Walter Kuhn

Thorsten Müller

J&uuml;rgen Wafzig

Uwe Firzlaff

Martin Grumbach

Stefan Csajagi

Thomas Schneider

Franz Schmidberger

Michael Wetzel

A transmission, for a motor vehicle with an auxiliary drive (EM), having a first housing part (), a second housing part, a transmission shaft (GW), an auxiliary drive shaft which can be driven by the auxiliary drive (EM), a lay shaft (VW) that is positioned axially parallel to the transmission shaft (GW) and coaxial to the auxiliary drive shaft. The lay shaft (VW) is connected, via a spur wheel stage (Z, Z) with the transmission shaft (GW), and the lay shaft (VW) is connected in a rotationally fixed manner with the auxiliary drive shaft and is supported on both sides of the spur wheel stage (Z, Z) in a bearing device ().

Vehicular transmission with power take-off unit

A drivetrain is proposed for a hybrid motor vehicle, which comprises an electric machine arranged between the vehicle's transmission () and a differential () of a driven axle in order to drive the axle via a Cardan shaft () or another shaft capable of torque transfer in which a transmission () made as a reducing gear system is arranged in the force flow direction behind the electric machine in order to produce the necessary speeds and torques and transfer them to the Cardan shaft or to the other shaft.

Drivetrain of a hybrid motor vehicle

The invention proposes a hybrid drive for a vehicle with a power train, which has a first electric machine (), which is permanently connected to an input shaft () of the vehicle transmission () arranged between an internal combustion engine () and a vehicle transmission () with changeable gear ratio, and which can be operated as an engine or as a generator, and a hydraulic pump () for the vehicle transmission (), in which at least one first shiftable clutch device () is arranged between the internal combustion engine () and the vehicle transmission (), and in which the hydraulic pump () is torque-proof connected to the input shaft () of the vehicle transmission (). A hybrid drive is also proposed, which comprises two electric machines, in which the hydraulic pump () is coupled via at least one element for force transfer to the input shaft () of the vehicle transmission ().

Hybrid drive for a vehicle

A parking lock of an automatic transmission avoiding an undesirable engagement of a lock member () in a parking lock gear, during occurring extreme accelerations in normal driving of a motor vehicle. An arrester () is provided which, in the driving gear stages of the transmission, retains the lock member () with an arresting shape fit.

Parking lock of an automatic transmission

The transmission assembly, specially for motor vehicles, has a housing, a drive shaft, a countershaft and an arrangement for changing the reduction ratio between the drive shaft and the countershaft which contains a continuously variable transmission and downstream thereof a mechanical transmission with shifting elements in the form of clutches and brakes and a planetary gear set for shifting the reverse gear and one or more forward gears.

Transmission assembly

The drive unit for a motor vehicle, has an input drive shaft connected to a starting element, which unit has an automatic transmission connected to the starting element and also possesses a first output drive shaft, which is connected to the rear wheel drive of a motor vehicle and has a second output drive shaft which is connected to the front wheel drive of the motor vehicle and further possesses a torsion damping mechanism. The second output shaft ( ) is located in the motor side area of the drive unit and, seen in the direction of travel, is disposed in front of the starting element ( ), transverse to the input drive shaft, while the torsion damping mechanism ( ) is placed in front of the second output drive ( ).

Drive unit

The transmission unit, especially designed for a motor vehicle, possesses a housing with an input drive shaft with at least one output drive shaft and with an arrangement for the variation of the gear ratio whereby, within the housing a starting element is provided, which is connected to a stepless transmission which, in turn, is in connection with power split apparatus that possesses a first output drive shaft for the rear axle drive and a second output drive shaft, which is connected with a differential for a front axle drive.

Gearbox unit

The toroidal drive has an input shaft ( ) and a torque shaft ( ) positioned coaxially thereto as well as two input discs ( ) and two output discs ( ) associated in pairs to the input discs. Between one of the input discs ( ) and an axial flange ( ), which is firmly connected with the input shaft ( ) and upon which supports itself the input disc ( ) is not pressurized by a contact-pressure device ( ), one universal bearing ( ) is provided which assumes both the axial support and the radial support of said input disc ( ).

Infinitely variable toroidal drive

The power shift for vehicles has clutches and brakes in the form of multi-disc clutches which consist of disc sets; instead of the multi-disc brake for the reverse drive range, a form-locking clutch such as a disc synchronization is provided which in engaged state transmits the retaining torque via form locking and in disengaged state is freely rotatable and thus free of loss.

Growing community of inventors

Tettnang, Germany

Markus Hoher