Zf Friedrichshafen Ag

Michael Ebenhoch

Gerhard Gumpoltsberger

Ralf Dreibholz

Detlef Baasch

Matthias Reisch

Wolfgang Rieger

Thomas John

Barbara Schmohl

Bernhard Sich

Hans-Joachim Martin

Michael Drabek

Christian Michel

Stefan Csajagi

Bernd Vahlensieck

&Uuml;nal Gazyakan

Rudolf Kauffeldt

Olrik Weinmann

Martin Flückiger

Markus Maier

A transmission oil sump comprises a main oil compartment, in which a suction line of an oil pump is located, and a secondary oil compartment. The secondary oil compartment is in fluid communication with the main oil compartment via an opening. To prevent the introduction of air during rapid acceleration, cornering at high speeds and/or rapid deceleration of the vehicle, a barrier closes the opening to prevent the flow of oil out of the main oil compartment into the secondary oil compartment so that the oil level, required for the oil pump in the main compartment, remains adequately high. When not closed, the opening of the secondary oil compartment is open to ensure oil flow from the secondary oil compartment to the main oil compartment. The secondary oil compartments is arranged so as to collect oil that leaks from transmission components.

Gear oil chamber

A shifting device () for shifting a motor vehicle transmission with a shift selector shaft on which a plurality of shift elements () such as shift forks or shift rockers () are arranged and can be displaced to carry out a shifting operation. The shifting device () includes one hydraulic shift cylinder (), that can be actuated from both sides, with a piston () that can be displaced within a cylinder housing () and which is actively connected with a shift element () to be actuated. To simplify a shifting device () of this type, the piston () has a piston rod () that follows the movement of the piston () and can be connected directly to the shift element () in a detachable manner.

Shifting device for shifting a motor vehicle gear box

A manually controlled shifting conversion apparatus for a multistage transmission having multiple shifting packets wherein gears for successive, non-adjacent gear ratios are located in each shifting packet and gears for successive, adjacent gear ratios are located in different shifting packets. The gears located in each shifting packet are respectively engaged by opposing axial displacements of the shifting packet controlled by a gear shift lever (). The gear shift level () has a shifting pattern wherein the shifting positions of successive gear ratios are located in opposing positions in the shifting pattern.

Manually controlled shifting conversion apparatus for a multi-stage transmission

A transmission is described, in particular an automatic transmission for a vehicle, having at least one shift control element formed at least of a second shift control element half that can be brought into active frictional engagement with a first shift control element half. The shift control element halves can be connected to non-rotating and rotating transmission components, and a positive-locking coupling device is provided at least between the first shift control element half and the transmission components that can be connected thereto. The coupling device also comprises a synchromesh device. In addition, a method is described for controlling a transmission that has at least one shift control element and two shift control element halves which can be brought into active frictional engagement. When it is necessary to close the shift control element, the coupling device is synchronized by a synchromesh device, a positive-locking function of the coupling device is closed, and the halves of the shift control element are frictionally engaged.

Transmission and method for controlling a transmission with at least one shift control element

An automatic transmission () is described, having a variator () that comprises at least two conical disk sets (), such that a wrap-around element () is guided via the conical disk sets () for torque transmission with continuous variation of the transmission ratio. In this, the arrangement of the rotation axes of two conical disks of at least one conical disk set relative to one another can be varied.

Automatic transmission having at least two conical disk sets

A dual clutch transmission with two clutches, two relative coaxial input shafts, two relative coaxial countershafts, two drive constants (gear trains, as well as one concentric transmission output shaft to the two drive shafts. Such a transmission structure is to be further embodied in such a way that through minor variations of gear mechanisms based on a construction module concept, seven-speed and eight-speed dual clutch transmissions with different direct gears, a different number of overdrive gears as well as different overall gear ratios can be manufactured. In accordance with a generic dual clutch transmission, the two countershafts by way of a coupling device can be rotationally connected with each other, and that on the countershaft embodied as hollow shaft, an idler gear is rotationally mounted, which meshes with a fixed gear on the transmission output shaft.

Double clutch transmission

A motor vehicle transmission () which is outfitted with a start-up subassembly (A), a core transmission (B) as well as an output subassembly (C) which are drive-engineering connected with one another and are arranged in a transmission housing to reduce development, manufacturing and storage costs. Moreover, the start-up subassembly (A) contains a clutch, a double clutch () or a torque converter, while the core transmission (B) is constructed as a gear reduction transmission. The core transmission (B) disposes over at least one transmission input shaft (), a gear reduction shaft () as well as at least one transmission output which is not oriented coaxially toward the at least one transmission input shaft (). The output subassembly (C) contains transmission components for a front-transverse drive (), for a front-longitudinal or rear-longitudinal drive () or for an all wheel drive ().

Universally configurable motor vehicle transmission

A six-gear or seven-gear vehicle transmission () having one starting selector clutch (K), two countershafts (), gear wheels non-rotatably disposed upon the input shaft () and designed as fixed wheels () which are in tooth contact with idler wheels (), coupling devices () non-rotatably and axially movably supported on the two countershafts (), the same as one output gear wheel () upon each of the two countershafts () which are in tooth contact with one toothing () on a differential transmission () each two gear positions in a shifting gate of an H- or multi-H shifting gate (G-G; G-G; G-G; G-RG) are associated with two different coupling devices () in the transmission. To shorten the length and reduce the number of parts, the six-gear and the seven-gear transmissions () are designed so that of the fixed wheels () situated on the input shaft (), at least two fixed wheels (or) are in tooth contact respectively with two idler wheels (or).

Six-gear or seven-gear selector transmission for a motor vehicle

The control of a shifting component () of a stepped automatic transmission is designed with one frictionally engaged element () and one form-locking element (). When this shifting component () is engaged, a transmitting capacity of the frictionally engaged element () is first adjusted and when a synchronous state of the form-locking element () exists, the form-locking element () is closed. When the form-locking element () is closed, a transmitting capacity of the frictionally engaged element () is reduced. In case of a demand for disengaging the shifting component () before opening under load, the form-locking element () and the transmitting capacity of the frictionally engaged element () is increased so that a power flow, which is conveyed via the closed form-locking element () of the shifting component (), can be conveyed via the frictionally engaged element when the form-locking element () is open.

Method and device for control of a shifting component of a stepped automatic transmission

A gear selector device for a transmission of a motor vehicle in which at least one gear wheeland one sliding sleeveare situated upon one transmission shaft. For axial displacement of the sliding sleeveupon the transmission shaft, a pressure-medium actuatable shifting deviceis used which is supplied with a control pressure medium through a holewithin the transmission shaft. When several such sliding sleevesare disposed upon such a transmission shaft, there results a higher total construction cost for the control pressure supply thereof. The object of the invention is a transmission shafthaving several sliding sleevesto reduce the total construction cost for the axial displacement of the sliding sleeves. To the end, it is provided that the shifting devicesof the sliding sleevescan be supplied independently of each other with a control pressure medium through one common pressure medium holein the transmission shaft

Gear selector device for a motor vehicle

A selector transmission for a motor vehicle in which two transmission shift positions G, G; G, G; G, Gsituated in a shifting gateof an H or multi-H shifting gatewithin a transmissioncan be respectively shifted via two different shifting sets. The transmissionhas one transmission input shaft, two countershafts, one reverse gear shaftand one transmission output shaftavailable. The fixed and idler gears of each ratio step are positioned on the transmission shafts so that, departing from a single starting and separating clutchof the transmission, the transmission gears are disposed in a sequence Gand RG, Gand G, G, G, G. Between the gear wheels of the second and of the fourth gear, of the third and first gear and between those of the reverse gear and the sixth gear, the shifting setsare, in addition, located upon the countershaftswith which each idler gear can be non-rotatably connected with respectively associated countershafts. Such a transmission is shiftable with a shifting devicehaving H or multi-H shifting gatesand comprises one mechanical conversion device which converts a shifting movement from one gear position to the next gear position G&#x2013;G; G&#x2013;G; G&#x2013;Gin one shifting gateinto actuation movements for two shifting setsin the transmission

Selector transmission for a motor vehicle

A transmission is described, in particular an automatic transmission, which has several shift control elements (A, B, C, D, E) and several gearwheels () which can be engaged via the shift control elements (A to E) to form a power flow, in which, to establish a transmission ratio in each case at least one of the shift control elements (A to E) is closed. The shift control elements (B, C, E), which are engaged during an up-shift, are formed as frictional shift control elements, and the shift control elements (A, D), which during up-shifts respectively only constitute a shift control element to be disengaged, are made as positive-locking gear elements.

Transmission, particularly automatic transmission, with several shifting elements

An all-wheel distributor transmission ( ) is described for a motor vehicle comprising a planetary gear set as multiplication step ( ) for a switchable off-road gear and a planetary gear set ( ) with variable division for distributing a drive torque onto a front axle and a rear axle. The all-wheel distributor transmission ( ) also has an adjustable lock ( ) for locking between the front axle and the rear axle, the lock ( ) and the multiplication step ( ) being actuatable via a controllable drive device ( ). The drive device ( ) comprises a drive shaft ( ) and two output shafts ( ), the first output shaft ( ) being in operative connection with the multiplication step ( ) and the second output shaft ( ) being in operative connection with the lock ( ). A torque introduced via the drive shaft ( ) can be applied on the first or the second output shaft ( or ) according to a control of a shift unit ( ) for actuating the lock ( ) or the multiplication step ( ).

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Friedrichshafen, Germany

Michael Ebenhoch