Luk Lamellen Und Kupplungsbau Beteiligungs Kg

Schaeffler Technologies Ag & Co .Kg

Luk Getriebe-Systeme Gmbh

1&1 Internet Ag

Matthias Ehrlich

Oswald Friedmann

Reinhard Berger

Norbert Esly

Jens Martin

Frank Stengel

Martin Fuss

Martin Zimmermann

Joachim Hirt

Viktor Franz

Bernhard Walter

Matthias Gramann

Dietmar Rudy

Alexander Schweizer

Eugen Kombowski

Peter Greb

Markus Baehr

Juergen Gerhart

Rainer Eidloth

Lászlo Mán

Behzad Nazari

Volker Kretz-Busch

Matthias Panzer

Felix Dreher

Peter Keller

Julian Botiov

Alexander Renfer

Jerome Malitourne

Martin Zimmerman

Gregory Hickling

Uwe Wagner

Martin Fuß

Marko Heyne

René Klaus Lamsfuss

Hansjörg Kern

A cam mechanism for actuating a selector shaft, in particular for a single-motor gearshift actuation device, in particular to carry out a selecting movement of the selector shaft, comprising a cylindrical outer body having an inner circumferential surface and a cam track disposed on the inner circumferential surface and having an endless periodicity in a circumferential direction with at least one highest point and at least one lowest point, an inner body having at least one sliding guide extending in a direction perpendicular to the circumferential direction, at least one guide element disposed in the cam track and in the sliding and suitable for transmitting a movement of the guide element in a direction perpendicular to the circumferential direction to a selector shaft.

Cam mechanism for actuating a selector shaft

A hydrostatic actuator and an arrangement for attaching it to a receiving component are provided. The hydrostatic actuator has a master cylinder containing a housing and a piston movable axially within the housing which acts on a pressure chamber filled with a pressurizing agent. The piston is driven by a rotary-driven electric motor having a stator and a rotor, by a rolling planetary transmission that converts the rotary drive to an axial motion. In order to be able to produce such a hydrostatic actuator with little need for construction space, cost-effectively and with better quality, a supporting of the rolling planetary transmission is simplified, and the cooling and shielding of an electronic controller and the pressure behavior of the hydrostatic actuator is improved.

Hydrostatic actuator and arrangement of a hydrostatic actuator in a motor vehicle

In a clutch which is impelled by an actuator into the closed position and which automatically moves into the open position by an opening spring, the movement of the clutch into the open position is monitored and any malfunction is displayed.

Process and device for monitoring the operation of a clutch moved by an actuator into the closed position and automatically moving into the open position

The invention relates to a hydrostatic actuator, having a master cylinder including a housing and a piston, which is axially mountable in the housing and which pressurizes a pressure chamber filled with pressure medium, a planetary rolling-contact gear system that converts a rotary drive into an axial motion and that has a sleeve, a gear-driven spindle, and planetary rolling elements that roll therebetween, and an electric motor that drives the planetary rolling-contact gear system and that has a stator rigidly connected to a housing and a rotor that can be rotated relative to the stator. In order to optimize the installation space, the pressure chamber is annular and the planetary rolling-contact gear system is arranged radially within the pressure chamber.

Hydrostatic clutch actuator

A process and device for controlling a motor vehicle with an initialization device () for startup and a clutch actuated by means of a clutch actuator set () between a drive unit and a gear with a control device () by means of which at least one control of the clutch actuator set () and an acquisition of measurement data of a sensor () takes place for the purpose of determining the position of the clutch, characterized in that to verify the state 'clutch open' upon startup, a positioning of the clutch actuator set () that has been set and stored before or during shutdown is compared to a positioning that was acquired during a predetermined movement course of the clutch actuator set () after startup by means of a distance measurement, which takes place at least in a segment of that movement course, whereby the state 'clutch open' is recognized, in particular, when the magnitude of the comparison is within a predetermined tolerance range. By means of the invention one can further reduce the probability of the setting into motion of a motor vehicle after startup, which is critical in terms of safety.

Starter release

An actuator device for a motor vehicle transmission, the motor vehicle transmission having:&#x2014;at least two shafts;&#x2014;a plurality of gear sets for the achievement of different gear steps;&#x2014;a plurality of shift mechanisms that may be operated to produce or release a rotationally fixed shaft-gear connection; the actuator device having:&#x2014;a plurality of output elements that can be moved in order to operatively engage in shift mechanisms of the transmission&#x2014;a main actuator device having at least one main actuator element that is movable for the engagement of gears, the main actuator element preferably being an output element&#x2014;a secondary actuator device having at least one movably mounted secondary actuator element, which is movable for the disengagement of gears, the at least one secondary actuator element preferably being an output element, the main actuator device and the secondary actuator device cooperating to produce controlled relative movements of at least two output elements.

Actuation system for a gearbox

The invention relates to a transmission device for motor vehicles, wherein the transmission device has several wheel sets for forming gears and wherein the transmission device has an internal gear shift and a gear actuator for actuating the internal gear shift for engaging and disengaging gears, and wherein the transmission device has a transmission housing in which the wheel sets provided for forming gears are held, wherein the gear actuator has two separate function modules, of which a first one is a drive module and of which a second is an actuating module, wherein the drive module has at least one, especially electronically-controlled, drive device like an electric motor and wherein during engaging and disengaging gears, the actuating module is in the power flow between the drive module and the internal gear shift and wherein the actuating module and the drive module are mounted separately on the transmission housing.

Transmission device for motor vehicles, gear actuator, axial/radial bearing unit, and process for manufacturing a motor vehicle transmission device

A lever system for actuating a clutch in the power train of a motor vehicle or of a disc brake, including: a lever () with a first side () rotatably supported on a pivot () and with a side () in functional connection with a pressing means (). The lever () rests on a movable fulcrum () provided by a moveable support unit () that is displaceable in radial direction relative to the rotation axis of the clutch or the disc brake and which is displaceable using a motor-driven () spindle (. The moveable support unit () rests on a raceway () and includes two roller sets () each with rollers (). Each of the roller set () includes at least three rollers () and at least two of the rollers () include approximately equal first diameters.

Lever system for actuating a clutch

A motor vehicle transmission actuator for operation of a motor vehicle transmission, including gearsets which form different ratios, whereby the transmission actuator has a threaded shaft with at least one first threaded section, embodied as a right-handed thread and at least one second threaded section, embodied as a left-hand thread with just one electric motor for driving in the selection direction and the switching direction.

Motor vehicle transmission actuator for operating a motor vehicle transmission

The invention relates to a transmission device for a motor vehicle comprising a plurality of connecting elements that are mounted in an axially movable manner and are each provided with a shift mouthpiece and comprising an actuating device having a control shaft that is mounted in a swiveling and axially movable manner, on which is provided a main control element and at least one secondary control element, the at least one secondary control element having functional regions for a movement in the same direction as well as functional regions for movement in the opposite direction, the at least one secondary control element extending in its neutral position essentially perpendicular to the direction of movement of the connecting elements, and, with respect to this neutral position on the secondary control element and on at least one shift mouthpiece, the particular functional regions for the movement in the same direction being designed with a bent shape and being axially symmetric to the particular, likewise bent functional regions for the movement in the opposite direction, and specifically with respect to a plane that is defined by the axis of rotation of the control shaft and the direction of movement of the connecting element.

Transmission device for a motor vehicle

A process and device for the currentless referencing of a clutch position in non self-locking clutch actuating systems which are switched without current for a first predetermined, passive period of time or until an actuator standstill occurs, in order to verify a clutch reference position, then the clutch position achieved is determined by first measurement and current is supplied to the clutch actuating system for a predetermined, active period of time, the clutch actuating system being then switched again without current for another predetermined, passive period of time or until an actuator standstill occurs, the clutch position being determined by another measurement; finally the measured clutch position is checked to determine whether it can be verified as a new clutch reference position.

Clutch reference position

To improve the safety of automated gearboxes, it is proposed that terminal positions of internal gearshift members and external actuation members be so defined separately from each other that one can recognize whether the engagement of a speed is accompanied by the attainment of a terminal position of an internal gearshift member or an external actuation member. Error analysis is possible in this way. For dual clutch gears, it is additionally proposed that one can, at least in gearshift operations that are critical in terms of safety, disengage on speed of a subgear in a separate procedure, before a new speed of this subgear can be engaged.

Method for error recognition and error avoidance when switching an automated gearbox as well as an automated gearbox

A method for operating a drive mechanism comprising bringing a mobile element into a predetermined reference position with the help of an engine and setting an absolute position signal to a reference value allocated to a reference position; changing the position of the mobile element with the help of the engine and creating an incremental position measurement signal, depending on the change in position, for the mobile element; controlling the incremental position measurement signal and following the absolute position signal when a change in the incremental position measurement signal occurs; repositioning the mobile element in the reference position with assistance of the engine and determining the position value indicated by the absolute position signal in the reference position; determining a difference value from the position value and the reference value and saving the difference value in a data storage; and, repeating steps b) through e) are performed at least once.

Method and device for operating a drive mechanism

A system for ensuring the ability to start an internal combustion engine contained within a drive train of a vehicle includes, in addition to an actuation device, a torque transmission device contained in the drive train between the internal combustion engine and driven vehicle wheels, an enabling device that is operable by a person operating the vehicle and by means of which the operability of the starter is enabled for starting the internal combustion engine when the torque transmission between the internal combustion engine and the driven wheels of the vehicle is interrupted.

System for ensuring the ability to start an internal combustion engine contained within a drive train

The invention relates to a transmission device for a motor vehicle that has a plurality of gear sets that form gear ratio steps, final control mechanisms being provided and an actuation device being provided for the actuation of the final control mechanisms that has a plurality of drivable main control elements, especially shift fingers, to act on final control mechanisms for the engagement of gear ratio steps, it being possible to act on at least one final control mechanism via either a first or a second main control element, these two main control elements of the final control mechanism being moved as a function of the main control element that acts on this final control mechanism in one of two different directions, especially opposite directions, when in this context there is identical drive direction, especially identical rotational direction; and an actuation device and a method for the electronically controlled determination of reference positions of an actuation device.

Growing community of inventors

Buehl, Germany

Matthias Ehrlich