Zf Friedrichshafen Ag

Zf Friedrichshafen

Wittenstein Motion Control Gmbh

Zp Friedrichshafen Ag

Zg Friedrichshafen Ag

Martin Brehmer

Josef Haupt

Peter Ziemer

Gabor Diosi

Gerhard Gumpoltsberger

Stefan Beck

Michael Kamm

Michael Wechs

Johannes Kaltenbach

Matthias Horn

Viktor Warth

Jens Moraw

Raffael Kuberczyk

Juri Pawlakowitsch

Uwe Griesmeier

Gerhard Niederbrucker

Stephan Scharr

Eckehard Münch

Julian King

Bernd Knöpke

Christian Sibla

Peter Tiesler

Fabian Kutter

Matthias Reisch

Wolfgang Rieger

Thomas Martin

Thilo Schmidt

Wolfgang Grosspietsch

Christoph Margraf

Thomas Riedisser

Kim Führer

Max Bachmann

Carl Schilling

Thomas Rosemeier

Anton Fritzer

Bernd Unseld

Lara Ruth Turner

Martin Rattay

Andreas Geiger

Suryanto Hendrawan

Michael Roske

Tamas Gyarmati

Christian Michel

Christian Ruhl

Robert Reiser

Oliver Bayer

Oliver Angele

Stefan Benz-Breitweg

Helmut Boehm

Sebastian Freis

Felix Fink

Wolfgang Kundermann

Eckhardt Lübke

Bernard Hunold

Gerald Viernekes

Andreas Beisswenger

Monika Rößner

Stefan Brom

Thorsten Müller

Uwe Firzlaff

Leschek Debernitz

Michael Butsch

Reinhard Vollmar

Ingo Pfannkuchen

Monika Rössner

Christian Staiger

Manuel Steinmann

Wolfgang Großpietsch

Thomas Schneider

Mladjan Radic

Christopher Allnoch

Benjamin Schneider

Hagen Döpfert

Pedro Casals

Armin Thiele

Christoph Hutzel

Heinz-Günther Hilpert

Markus Laile

Thomas Kroh

Matthias Hom

Markus Gentner

Michael Herrmann

Ingo Tetzlaff

Kim Fuehrer

An electric transmission () for a motor vehicle drive train () includes a transmission input shaft () for operatively connecting the electric transmission to an electric prime mover (), a reduction gear () for reducing a rotational speed of the electric prime mover, a transmission () for establishing gear steps, including a first planetary gear set (RS) and a second planetary gear set (RS), a first output shaft () and a second output shaft () for transmitting drive power from the electric transmission, and a plurality of shift elements (B, C, D) for engaging the gear steps. A planet carrier of the first planetary gear set is drivingly connected to a planet carrier of the second planetary gear set, and a sun gear of the first planetary gear set is drivingly connected to a ring gear of the second planetary gear set.

Transmission for E-axle

A method for producing and processing a cylindrical hollow body () made of aluminum or an aluminum alloy and for arranging cylindrical hollow body () in a motor vehicle transmission includes producing the hollow body () by a casting process () in such a way that the hollow body () has an inner and an outer lateral surface () and has internal toothing () on the inner lateral surface (), and centrally clamping the hollow body () for processing. The hollow body () is arranged in the vehicle transmission exclusively via tooth flanks of the internal toothing () (). The hollow body () is clamped centrally () exclusively on a partial region () of the inner lateral surface (), away from the internal toothing ().

Method for producing and processing a cylindrical hollow body made of aluminum or an aluminum alloy and for arranging it in a motor vehicle transmission, cylindrical hollow body and vehicle transmission

A hybrid transmission device () includes a first transmission input shaft (), a second transmission input shaft (), a superposition gear unit () arranged axially parallel to the first transmission input shaft () and to the second transmission input shaft () and configured for connecting an electric machine (). The superposition gear unit () includes a first planetary gear set (P) with a sun gear (P), a ring gear (P), and a planet carrier (P) with planet gears (P) rotatably arranged thereon. A gear reduction stage () includes a first spur gear pair (ST) and a second spur gear pair (ST) for connecting the superposition gear unit () to a differential (). At least a first shift element (A), a second shift element (B), and a third shift element (C) are configured for implementing an electrodynamic driving-off process and a purely electric or hybridized drive of the motor vehicle.

Hybrid transmission device and motor vehicle comprising a hybrid transmission device

The disclosure relates to a hybrid transmission device for an internal combustion engine transmission arrangement of a motor vehicle. The hybrid transmission device comprises at least one transmission input shaft, at least one drive device and at least one connecting clutch for connecting two shafts for conjoint rotation. The hybrid transmission device comprises no more than two gear stages. The disclosure additionally relates to a motor vehicle.

Hybrid transmission device, engine transmission arrangement, hybrid drivetrain and motor vehicle

A gear unit for a motor vehicle electric drive system, has a housing with a middle portion and a first and second axial end portions. The middle portion receives an electric machine. A differential gear is arranged in the second end portion of the housing. The differential gear is connected on the drive side to a first planetary gearset and on the driven side to a first output shaft and second output shaft arranged coaxial to one another. The second output shaft is a hollow shaft, and the first output shaft extends into the second output shaft. A first bearing for rotatable support of the second output shaft is arranged radially between the second output shaft and a structural component of the gear unit, and a second bearing for the rotatable support of the two output shafts is arranged between the first output shaft and second output shaft.

Gear unit for an electric drive system of a motor vehicle and electric drive system with such a gear unit

The relates to a method for producing and machining a cylindrical hollow body constructed of aluminium or an aluminium alloy and for arranging said hollow body in a motor vehicle transmission. The hollow body is produced by a casting process such that the hollow body has an inner and an outer lateral surface and has teeth in at least one sub-region of the inner lateral surface. For machining, the hollow body is centrally clamped. The hollow body is arranged in the vehicle transmission by tooth flanks of the internal teeth. In the disclosed method according to the disclosure, the hollow body is centrally clamped at a tip diameter of the internal teeth. The disclosure further relates to a corresponding cylindrical hollow body and to a corresponding vehicle transmission.

Method for producing an aluminum cylindrical hollow body for a vehicle transmission and a cylindrical hollow body

A hybrid module having a damper hub connected to an internal combustion engine, a housing, a clutch, an electric machine which has a rotor and a stator connected to the housing, a torque converter has a converter housing connected to a central hub and a turbine shaft, and an output shaft. The rotor of the electric machine is connected to the central hub or the converter housing. The turbine shaft is connected to the output shaft to be fixed with respect to rotation and the clutch is arranged between the damper hub and the torque converter The central hub is supported at the output shaft via at least one bearing and is supported at the damper hub via at least two bearings and the damper hub is supported at the housing by a bearing.

Bearing unit for a hybrid module

A shaft (W) for a motor vehicle transmission (G) includes four axial bore holes (B, B, B, B) for conducting fluid within the shaft (W). A central axis of each of the four bore holes (B, B, B, B) is spaced apart from an axis of rotation (WA) of the shaft (W). A radial distance (r) between the central axis of at least two of the four bore holes (B, B, B, B) and the axis of rotation (WA) differs from a radial distance (r) between the central axis of one of the remaining bore holes and the axis of rotation (WA). A transmission (G) for a motor vehicle with a shaft (W) is also provided.

Shaft for a motor vehicle transmission

A shaft (W) for a motor vehicle transmission (G) may have axial bore holes positioned within the shaft and configured to guide fluid within the shaft. The shaft may have first, second, and third axial sections (W, W, W), the second axial section being axially between the first and third axial sections. Fluid enters the axial bore holes in the second axial section and exits the axial bore holes in the first and third axial sections. One of the axial bore holes (B; B, B) is arranged, at least partially, in the first axial section and is radially spaced from an axis of rotation (WA) of the shaft. Another of the axial bore holes (BRS; B_SE, B) is arranged, at least partially, in the third axial section. The one of the axial bore holes (B; B, B) is coaxial with the other of the axial bore holes (BRS; B_SE, B).

Transmission shaft, transmission, and motor vehicle drivetrain

A transmission has an input shaft, an output shaft coaxial to the input shaft, an intermediate shaft, a differential gear, and only one electric machine for driving a hybrid vehicle. The rotational axes of the input shaft, the intermediate shaft, the differential gear, and a rotor of the electric machine are axially parallel. The differential gear includes torque-transmitting interfaces to drive shafts connected to driving wheels of the hybrid vehicle. Torque is transmitted between the output shaft and the differential gear via the intermediate shaft. The rotor is permanently connected, via a constant gear ratio, to either the input shaft or a further shaft of the transmission. The rotational axis of the intermediate shaft is arranged spatially below a connection line between the rotational axes of the input shaft and the differential gear, and the rotational axis of the rotor is arranged spatially above the connection line.

Construction of a transmission for a hybrid vehicle, drive train and hybrid vehicle

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 bearing assembly includes a shaft, a transmission gearing which is operatively connected to the shaft and is operatively connectable to an input shaft of a main transmission, and a first and a second bearing for supporting the shaft. The bearing assembly is characterized in that the first bearing and the second bearing are arranged in an area of the bearing assembly which extends in a direction from a plane oriented normal to an axis of the transmission gearing.

Bearing arrangement

A motor vehicle transmission arrangement () may include a transmission housing (), a transmission gearing (), and a hydrodynamic torque converter () operatively connected to the transmission gearing (). The arrangement () may further include a shift element (K) and an internal combustion engine (VM) operatively connectable to the hydrodynamic torque converter () by the shift element (K). Additionally, the arrangement () may include a gear set () having a constant gear ratio, and at least one electric machine (EM) as a drive, where the electric machine (EM) is operatively connected to the hydrodynamic torque converter () by the gear set (). The electric machine (EM), the gear set (), the shift element (K), and the torque converter () are arranged in a wet space area () of the transmission housing (). The gear set () is upstream from the shift element (K) in the direction of power flow.

Motor vehicle transmission arrangement

A transmission device () has a double-flow sliding vane pump (). Hydraulic fluid is supplied to suction sides (A,B) of the pump () through an inlet area () from a hydraulic fluid reservoir () and from a suction loading () via an annular chamber () and pump inlets (). The annular chamber () is delimited by the cam ring () and a housing () enclosing the cam ring (). A sealing gap () extends in the circumferential direction (U) between one of the pump inlets () and a circumferential area () of the cam ring () delimiting the inlet area () from the hydraulic fluid reservoir (). Courses () of the inlet area () and of the suction loading () installed in the transmission device () respectively form a first angle (&#x3b1;) and a second angle (&#x3b2;) with the vertical axis () of the transmission device ().

Transmission with double-flow sliding vane pump

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

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Tettnang, Germany

Martin Brehmer