Zf Friedrichshafen Ag

Bayerische Motoren Werke Aktiengesellschaft

Zf Friedirchshafen Ag

Zf Friedrichshafen Kg

Ralf Dreibholz

Matthias Reisch

Gerhard Gumpoltsberger

Juergen Wafzig

Mark Andy Mohr

Gerd Frotscher

Martin Vohmann

Johannes Kaltenbach

Wolfgang Rieger

Detlef Baasch

Friedrich Tenbrock

Michael Ebenhoch

Hans-J&ouml;rg Domian

Peter Ziemer

Michael Wechs

Peter Schiele

Thomas Rosemeier

Bernd Allgaier

Stefan Blattner

Bernhard Sich

Michael Gromus

Markus Kaindl

Thomas Schober

Martin Grumbach

Stefan Kilian

Markus Renninger

Hans-Jorg Domian

Rudolf Kauffeldt

Joachim Foth

Kai Staiger

Manuel Götz

Gert Bauknecht

Stefan Wallner

Walter Kuhn

Jürgen Wafzig

Alexander Banerjee

Hans Glonner

Hugo Burkhart

Andreas Wendzel

Andreas Fuessl

Uwe Heitz

Jürgen Kett

Axel Heitmann

Wolfgang Schön

Manuel Goetz

Eckhardt Luebke

Markus Maier

Jürgen Gebert

Joachim Fröschl

J&ouml;rg Michael

Gunther Bauer

An assembly has a rotating element, a sensor, and an evaluation unit; wherein the element has a number a of markings; wherein the markings pass through a region detected by the sensor in cycles when the element rotates; wherein the sensor is configured to send a signal to the evaluation unit; and wherein the evaluation unit is configured to assign a time tfor when each signal is sent, wherein the evaluation unit is configured to calculate a function m(t) over time t as a measure for a gradient of the rotational rate of the element.

Gradient determination for measuring rotational speeds

A device () for selective displacement of a shift element () towards a first shift position and/or a second shift position includes an actuator () and a spring module (). The spring module () includes an actuator-side force-introduction element, a shift element-side force-introduction element, and a spring arrangement. The spring arrangement includes a first spring end and a second spring end. The actuator-side force-introduction element and the shift element-side force-introduction element each include a first support section and a second support section for supporting the spring ends. The first spring end is associated with the first support section of the shift element-side force-introduction element and with the second support section of the actuator-side force-introduction element. The second spring end is associated with the first support section of the actuator-side force-introduction element and with the second support section of the shift element-side force-introduction element.

Device for moving a shifting element, and transmission

An electronic control device for controlling at least one rotatably arranged actuator includes electronic components, such as a device for the contact-free reception of electrical energy and the contact-free reception of signals, a device for generating magnetic fields, and a common housing that encloses the electronic components and assimilates them. The control device is rotatable and designed for attaching on or into a component rotating around a rotational axis.

Electronic control device for controlling actuators

A device () for actuating a component mounted to rotate on a shaft (), preferably a gearwheel (A toD) made as a loose wheel of a transmission device (). The component can be shifted by an engaging device (A,B) that includes at least one electric actuator () to an engaged condition in which the component is connected in a rotationally fixed manner to the shaft (), and such that the component can be acted upon with the actuation force needed for its engagement or disengagement from inside the shaft () outwardly. The electric actuator () is at least partially arranged inside the shaft ().

Device for actuating a gearwheel, which is designed as a loose wheel, of a transmission device

A device is provided for controlling at least one cooling oil flow and/or lubricating oil flow by means of at least one valve () for at least one cooling point and/or lubrication point () connected to a shaft (). The valve () is connected in an electrically controllable and torque-proof manner to a cooling point and/or lubrication point (). The electrical energy is able to be supplied for actuating the valve () without contact.

Device for controlling a flow of coolant and/or lubricating oil

An actuating device is provided for actuating at least one shifting element shiftable through a shifting device, whereas the shifting device features a pressure space with a supply for a pressurized medium, along with a shut-off valve. It is proposed that the shut-off valve is connected in an electrically controllable and torque-proof manner to at least one shifting element, and that the electrical energy for the actuation of the shut-off valve is able to be supplied without contact.

Actuation device for actuating switching elements

A power-shiftable transmission, in particular an automatic transmission for a vehicle, which comprises a plurality of frictional shifting elements and at least one interlocking shifting element (A, B, C, D, E) and a plurality of gearwheels which can be engaged in a power flow by the shifting elements (A, B, C, D, E). In order to engage a gear step, at least two associated shifting elements (A, B, C, D, E) are engaged and at least one interlocking shifting element (B), as a shifting element (B) to be engaged, is associated with a gear step to be engaged with a supporting gear.

Power-shiftable transmission

A dual clutch transmission designed as a reduction gearing which has concentric central and hollow transmission shafts, exactly one layshaft, and two power shift elements. A hollow shaft is provided coaxially on the layshaft, which can be rotatably fixed to the layshaft, via one shift device, and to which at least two gears of the gear stages are rotatably fixed. A further hollow shaft is provided coaxially on either the central or the hollow transmission shaft, which can be connected, via one of the shift devices, with the central or the hollow transmission shaft and to which at least two further gears of the gear stages are rotatably fixed. At least three transmission ratios are obtainable as a result of engaging the shift element into the power flow in three of the gear stages, by which one transmission ratio results from engaging only one shift element into the power flow.

Dual clutch transmission designed as reduction gearing

A double clutch transmission of countershaft design having a central shaft and a concentric hollow transmission shaft, one countershaft, and two power-shift elements. Two hollow shafts are disposed on the countershaft coaxially to the countershaft, each of which can be fixed, via one shift device, to the countershaft, and to which at least two gearwheels are fixed. A further hollow shaft is coaxially provided on either the central or hollow transmission shafts and can be connected, via a shift device, to the central or hollow transmission shaft, and to which at least two further gearwheels of the gear stages are fixed. At least three transmission ratios are possible by engaging three of the gear stages on the shift-element side into the power flow, thereby enabling one transmission ratio to be at least partially implemented by a respective sole engagement on the shift-element side into the power flow.

Double clutch transmission having a layshaft design

The invention relates to a positively engaging shifting element which can be hydraulically or pneumatically actuated, comprising a hydraulically or pneumatically actuatable piston (I) having a piston compartment () containing a hydraulic medium or pressure medium, a jaw () having a dog-type gearing () and a mating jaw () with which the dog-type gearing () meshes when engaged. The engaging speed of the jaw () can be increased by decoupling the jaw () from the hydraulic or pneumatic volume flow when the jaws () and () are in a tooth butt position in relation to each other and by pretensioning the jaw () by means of a mechanical device () that is actively connected to the piston (I). The gap between the jaws, i.e. the window into which the jaw () can be engaged is maintained as narrow as possible in order for a tooth butt position of the jaws () and () in relation to each other being highly probable when the shift element is applied.

Positively engaging shifting element which can be hydraulically or pneumatically actuated

The invention relates to a positively engaging shifting element which can be hydraulically or pneumatically actuated, comprising a hydraulically or pneumatically actuatable piston (I) having a piston compartment () containing a hydraulic medium or pressure medium, a pressure medium supply () for the piston (I), a jaw () and a mating jaw () with which the jaw () meshes when engaged. The engaging speed of the jaw () can be increased by decoupling the jaw () from the hydraulic or pneumatic volume flow when the jaws () and () are in a tooth butt position in relation to each other and by pretensioning the jaw () by means of a hydraulic or pneumatic pressure reservoir () that is actively connected to the piston (I) and that is connected to the pressure medium supply (). The gap between the jaws, i.e. the window into which the jaw () can be engaged is maintained as narrow as possible in order for a tooth butt position of the jaws () and () in relation to each other being highly probable when the shift element is applied.

An actuating assembly for actuating synchronizing elements of a centrally synchronized dual-clutch transmission having at least a first part-transmission () and a second part-transmission () such that at least one synchronizing element is associated with each of the first and the second part-transmission (). A common actuator () is provided for actuating at least the synchronizing elements of the two part-transmissions.

Actuating assembly for a centrally syncronised dual-clutch transmission

A power shift parallel shift transmission with parallel torque transmission branches, the input sides of which have an intermediate element which can be connected by an associated power shift element to a common input element, and the output sides of which can be connected by drive output elements with a common output element and can be connected to the appropriate intermediate element by a transmission ratio step that is engaged by an associated clutch. The transmission ratio steps are sequentially distributed in alternation in the order of their transmission ratios across the intermediate elements and in groups of adjacent transmission ratios across the drive output elements. To simply increase the number of gear steps in a space-saving manner, at least one of the drive output elements is in driving connection with the common output element via at least two alternatively shiftable output transmission ratio steps that have different transmission ratios.

Load-shiftable parallel shift transmission and double clutch transmission

A double clutch transmission with two clutches connected to a drive shaft and to one of two transmission input shafts. Fixed gears are coupled to the input shafts and engage idler gears. Several coupling devices connect the idler gears to either first or second countershafts which each have an output gear that couple gears of an output shaft such that forward and reverse gears can be shifted. A shifting device couples gears to engage power shift forward and reverse gears. Two dual gear planes each comprising one fixed gear and two idler gears which are supported by a respective countershaft. In each dual gear plane, at least one idler gear wheel can be used for at least two gears. Two single gear planes each comprise an idler and fixed gear such that at least one power shift winding-gear is engaged by a shifting device.

Dual clutch transmission

A double clutch transmission with two clutches connected to a drive shaft and to one of two transmission input shafts. Fixed gears are coupled to the input shafts and engage idler gears. Several coupling devices connect the idler gears to a respective countershaft which have an output gear that couple gears of an output shaft such that forward and reverse gears can be shifted. Three dual gear planes each comprise two idler gears, each supported by a respective countershaft, and one fixed gear. In each dual gear plane, at least one idler gear wheel can be used for implementing at least two gears so that at least one winding-path gear can be shifted via a shifting device.

Growing community of inventors

Meckenbeuren, Germany

Ralf Dreibholz