Zf Friedrichshafen Ag

Dr. Ing. H.c. F. Porsche Aktiengesellschaft

Michael Roske

Thomas Rosemeier

Juri Pawlakowitsch

Johannes Kaltenbach

Raffael Kuberczyk

Stefan Beck

Peter Ziemer

Bernd Unseld

Matthias Reisch

Wolfgang Rieger

Matthias Horn

Timo Wehlen

Max Bachmann

Michael Wechs

Uwe Griesmeier

Viktor Warth

Fabian Kutter

Martin Rattay

Martin Brehmer

Jens Moraw

Gerhard Niederbrucker

Eckhardt Lübke

Anton Fritzer

Ulrich Kehr

Unal Gazyakan

Lara Ruth Turner

Suryanto Hendrawan

Sabine Sielemann

Wolfgang Grosspietsch

Friedrich J Ehrlinger

Christian Mittelberger

Stephan Scharr

Dieter Kraxner

Steffen Matschas

Andreas Ratte

Harald Wendl

Martin Jelinewski

Alexander Bartha

Henrik Schrage

Andreas Hölscher

Thomas Kölbl

Martin Fuchtner

Danny Grusser

A gear unit includes an input shaft, output shafts and a differential having two planetary gearsets with a plurality of gearset elements. A first gearset element is connected to the input shaft, a second gearset element is connected to the first output shaft, and a third gearset element is connected to a gearset element of the second planetary gearset. A second gearset element of the second planetary gearset is connected to a housing, and a third gearset element of the second planetary gearset is connected to the second output shaft. A first output torque transmittable to the first output shaft. The gearset elements of the first planetary gearset and second planetary gearset have a helical toothing such that a torque is transmittable between the two output shafts.

Gear unit for a vehicle and powertrain with such a gear unit

A transmission where a first shaft is rotationally fixable to a third shaft and to a second shaft, the second and third shafts are rotationally connectable to a fourth shaft, the second shaft is rotationally connectable to a fifth shaft, the fourth shaft is rotationally connectable to the fifth shaft, the third shaft is rotationally connectable to the fifth shaft, fixed gears of the fourth and fifth shafts are rotationally connected to a drive output, a first gearwheel of the sixth shaft meshes with a fixed gear of the second shaft, and a second gearwheel of the sixth shaft meshes with a fixed gear of the third shaft. Moreover, a first gearwheel of the sixth shaft is an idler gear and a second gearwheel of the sixth shaft is a fixed gear, or vice versa. Additionally, the idler gear of the sixth shaft is rotationally fixable to the sixth shaft.

Six-speed front-transverse double-clutch transmission with third counter shaft

A drive device () for an at least partially electrically driven vehicle () includes an electric machine () having a rotor shaft () extending longitudinally along an input axis (). The drive device further includes a first output shaft () extending longitudinally along an output axis () and parallel to the rotor shaft (). Moreover, the drive device includes a gear stage () having a first gearwheel () rotationally fixed to the rotor shaft (), and a second gearwheel () meshed with the first gearwheel () and drivingly connected to the first output shaft (). Additionally, the drive device includes a housing () having a shared housing cavity (), wherein the first output shaft () and the electric machine () are parallel to one another in the housing cavity (), and wherein an air gap () extends radially between the electric machine () and the first output shaft ().

Drive device for an electrically driven vehicle

A method for serial operation of a motor vehicle with a transmission having a first electric machine, which is operated as a motor for driving the motor vehicle, and a second electric machine, which is operated as a generator, includes, after a generation of a change-over signal, switching the first electric machine from the operation as a motor to the operation as a generator, and switching the second electric machine from the operation as a generator to the operation as a motor in order to drive the motor vehicle.

Method for a serial driving mode of a motor vehicle

A device () for cooling and lubricating components of a vehicle () includes at least one housing (), a coolant sump (), a first coolant pump () configured for delivering coolant () from a first housing section (A) for accommodating a transmission () into the coolant sump (), a second coolant pump () configured for delivering coolant () from the coolant sump () into a coolant line system (), and a heat exchanger () configured for cooling the coolant () delivered by the second coolant pump (). The coolant line system () fluidically connects at least the second coolant pump () to the heat exchanger () and, at least indirectly, fluidically connects the heat exchanger () to multiple coolant outlets () for spraying coolant () onto components in the housing () that require cooling and lubrication.

Device for cooling and lubricating components of a vehicle and drive device having a device of this type

A device () for cooling and lubricating components of a vehicle () may include a housing (), a coolant sump (), a coolant pump () for pumping coolant () from the coolant sump (), a heat exchanger () for cooling coolant () from the coolant pump (), and a coolant line system () including a coolant reservoir () having a single coolant inlet () and multiple coolant outlets (). The coolant line system () fluidically connects the coolant pump () to the heat exchanger (), and the heat exchanger () to the single coolant inlet () of the coolant reservoir (). The coolant reservoir () receives coolant () from the heat exchanger () via the single coolant inlet () and directs coolant () via the multiple coolant outlets () onto components in the housing () requiring cooling and lubrication.

A dual clutch arrangement for a dual clutch transmission includes a first clutch and a second clutch. The output of the first clutch is connected to the input of the second clutch. A dual clutch transmission arrangement with the dual clutch arrangement and a motor vehicle with the dual clutch arrangement are also provided.

Dual-clutch transmission arrangement, and motor vehicle

A transmission (G) for a motor vehicle includes an electric machine (EM), a first input shaft (GW), a second input shaft (GW), an output shaft (GWA), at least two planetary gear sets (PP), and at least four shift elements (A, B, C, D). Different gears are selectable by selectively actuating the at least four shift elements (A, B, C, D). In interaction with the electric machine (EM), different operating modes are implementable. A drive train for a motor vehicle that includes such a transmission (G) and to a method for operating same are also provided.

Transmission for a motor vehicle, motor vehicle powertrain comprising said transmission, and method for operating the transmission

A dual clutch transmission arrangement () includes a first clutch (K) and a second clutch (K) for connecting a drive unit () to a first sub-transmission and to a second sub-transmission. The first clutch (K) is connected to both transmission input shafts. A motor vehicle with the dual clutch transmission arrangement () is also provided.

A drive system () of a motor vehicle includes a first planetary gear set (), a first electric machine () coupled to a ring gear () of the first planetary gear set () directly or indirectly via a second planetary gear set (), and a second electric machine () coupled to a sun gear () of the first planetary gear set () directly via a third form-fit shift element (C) or indirectly via the second planetary gear set (). The sun gear () of the first planetary gear set () is braked against the housing by engaging a first form-fit shift element (A). The sun gear () of the first planetary gear set () is coupleable to a carrier () of the first planetary gear set () via a second form-fit shift element (B) while providing a direct drive at the first planetary gear set ().

Method for operating a drive system of a motor vehicle and drive system

A connection of an oil pump () to a hybrid transmission of a motor vehicle includes an electric machine () arranged axially parallel to a transmission input shaft (). A drive of the oil pump () is connected in the operative connection between the transmission input shaft () and the electric machine () via an intermediate gear () of a spur gear drive or via a chain drive ().

Connection of an oil pump to a hybrid transmission of a motor vehicle having an electric motor arranged axially parallel to a drive shaft

A motor vehicle transmission including an interface to a drive unit, a drive shaft, an output shaft coaxial to the drive shaft, a differential transmission paraxial to the drive shaft, a device for forming gear ratios between the drive and output shafts, and an electric motor with a fixed stator and a rotatable rotor. The output shaft is connected with the differential transmission by a chain drive and a downstream gear set coaxial to the differential transmission. The electric motor is at an axial end of the transmission where the interface to the drive unit is formed. The rotor is connected with the drive shaft. The chain drive is axially between the differential transmission and the downstream gear set or the downstream gear set is axially between the chain drive and the differential transmission, and the chain drive is axially between the electric motor and the downstream gear set.

Vehicle transmission and hybrid drivetrain

A transmission for a motor vehicle having an input shaft, an output shaft, a plurality of planetary gear sets, a plurality of shift elements, and an electric machine arranged axially parallel to the input shaft and operatively connected to the input shaft with a constant transmission ratio via a spur gear drive or a flexible traction drive mechanism. Various gear steps are formable between the input shaft and the output shaft through the planetary gear sets by selectively engaging shift elements of the plurality of shift elements. An actuating element of one of the plurality of shift elements is arranged, at least partially, radially within an element of the spur gear drive or the flexible traction drive mechanism arranged coaxially to the input shaft, and together with the spur gear drive or the flexible traction drive mechanism in a plane orthogonal to an axis of rotation of the input shaft.

Transmission for a motor vehicle, and drive train for a motor vehicle

A transmission for a motor vehicle having an input shaft, an output shaft, first, second, and third planetary gear sets, a plurality of shift elements, and an electric machine arranged axially parallel to the input shaft and operatively connected to the input shaft with a constant transmission ratio via a spur gear drive or a flexible traction drive mechanism. Various gear steps are formable between the input shaft and the output shaft through the planetary gear sets by selectively engaging shift elements of the plurality of shift elements. Elements of the third planetary gear set are arranged, at least partially, radially within an element of the spur gear drive or of the flexible traction drive mechanism arranged coaxially to the input shaft, and together with the spur gear drive or the flexible traction drive mechanism in a plane oriented orthogonally to the axis of rotation of the input shaft.

A transmission for a motor vehicle wherein the drive shaft (An) is rotationally fixedly connectable by the first shift element (K) to the first shaft () and by the second shift element (K) to the second shaft (). The second shaft () is rotationally fixedly connectable by the fifth shift element (B) to the housing (). The third shaft () is rotationally fixedly connected to the third gear set element of the second planetary gear set (RS) and to the first gear set element of the third planetary gear set and is rotationally fixedly connectable by the sixth shift element (B) to the housing (). The second gear set element of the third planetary gear set (RS) is rotationally fixedly connected to the output shaft (Ab), and the third gear set element of the third planetary gear set (RS) is rotationally fixedly connected to the second shaft ().

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Friedrichshafen, Germany

Michael Roske