Zf Friedrichshafen Ag

Zf Friedrichshafen

Zg Friedrichshafen Ag

Rayk Gersten

Johannes Glückler

Johannes Kaltenbach

Stefan Renner

Stefan Spühler

Kai Bornträger

Christian Mittelberger

Martin Jelinewski

David Wörzler

Martin Christians

Timo Hele

Michael Preuß

Alan Dittrich

Markus Baur

Oliver Schell

Karlheinz Hoher

Alexander Baur

Wolfgang Hübler

Daniel Meindl

Maik Kerkhoff

A cooling arrangement for cooling a stator for an electric machine. The cooling arrangement comprising a stator fixedly mounted relative to a rotational axis. The stator comprises a stator yoke and stator grooves. Windings are provided in the stator grooves, which form first and second winding heads. First and second fluid rings are provided at opposite ends on the stator yoke. The first fluid ring has a fluid inflow opening from a stator housing. The stator yoke has a plurality of axial stator ducts extending in the axial direction, which enable the inflowing fluid to flow through from the first fluid ring to the second fluid ring, and the second fluid ring redirects some of the fluid.

Cooling arrangement for cooling a stator for an electric motor

Disclosed is a rotor carrier for a rotor of an electric machine. The rotor carrier includes a hollow outer shell that includes a bearing area for a rotor lamination stack, the bearing area extending axially along the rotor carrier. The outer shell extends radially outward in a radial dimension that varies along the bearing area in the axial direction of the rotor carrier () in such manner that at the axial end sections of the bearing area exhibits no peak contact pressures between the rotor carrier and the rotor lamination stack when the rotor lamination stack is pressed against the bearing area of the rotor carrier. A rotor including the rotor carrier and the rotor lamination stack is also disclosed.

Rotor carrier for a rotor of an electric motor

A rotor () for an electric machine () which comprises a rotor support (). The rotor support has cylindrical inner and outer shells (). A magnetic flux-carrying rotor component has first and second end faces () and carries the cylindrical outer shell (). A rotationally shaft section () is arranged in an inside space () of the rotor support and mounted coaxially with the rotor support. At least in the area of the first end face () the outer shell has first teeth which face toward the magnetic flux-carrying rotor component and a first tooth base between respective pairs of first teeth, and at least in the area of the second end face () the outer shell () has second teeth which face toward the magnetic flux-carrying rotor component and a second tooth base between respective pairs of second teeth. The invention also relates to an electric machine.

Rotor and electric motor with such a rotor

A stator (1a, 1 b) for an electric machine. The stator (,) is fixedly mounted relative to a rotational axis (Rot). The stator () comprises a stator yoke () that extends in the axial (A) and radial (R) directions. Stator teeth (), facing toward the rotational axis (Rot), are arranged in a ring shape on the stator yoke (). The teeth are uniformly spaced apart from one another so that a stator groove () is formed therebetween. The stator (,) is divided into a first stator section () and a second stator section (). First and second outer walls () are provided on the stator yoke () and serve to axially support the stator yoke (). A cooling manifold disk () is integrated between the first stator section () and the second stator section (). An electric machine with a stator of that type is also disclosed.

Stator for an electric motor and an electric motor

A rotor arrangement () for an electric machine of a vehicle. The rotor arrangement () comprises a rotor lamination stack () and the rotor arrangement further comprises a rotor support (). The rotor support () carries the rotor lamination stack (), which is arranged on the radially outer side () of the rotor support (). A retaining element is arranged on the outer side () of the rotor support at the end on the rotor lamination stack (). The retaining element is a one-piece, closed retaining ring () with an axial ring width (SR) and with at least a first ring diameter (R). The first ring diameter (R) is smaller than or equal to the rotor support diameter (TR), so that the rotor laminate stack () is secured axially in a rotationally fixed manner. The invention also relates to two production methods.

Rotor arrangement

A transmission having a main transmission and a splitter group, and including at least four spur gear planes formed with a countershaft and at least five shifting elements for engaging at least six gears between the transmission input and output shafts. When shifting between gears with the highest and the second-highest gear ratios, a shift occurs in the shifting elements associated with the splitter group but not in the shifting elements associated with the main transmission, whereas when shifting between gears with the lowest and second-lowest gear ratios, a shift occurs in the shifting elements associated with the main transmission but not in the shifting elements associated with the splitter group. An electric machine can be connected by a gearset, and depending on its shift position, the gearset acts as a pre-transmission ratio for the electric machine or as a superimposition transmission.

Transmission and method for operating an automatic transmission

A transmission for a hybrid drive having transmission input and output shafts, a further transmission input shaft and an electric machine, which drives the further transmission input shaft. A main transmission has first and second partial transmissions with a plurality of gear planes and a pair of concentric fourth shafts, and shift elements. A range group can couple the main transmission and has a planetary gearset with three transmission elements. The first element can couple either of the transmission input shafts via the shift elements. The second element is connected to the transmission output shaft and can couple a gear plane of the partial transmissions via the shift elements. The third transmission element can be fixed to the housing or blocked against the first or second transmission element.

Manual transmission for a hybrid drive, method for operating a hybrid drive, and hybrid drive

A method of operating a vehicle having a hybrid drive, a transmission with shift elements, a drive output with a brake, a main transmission with input shafts, an output shaft and planetary gear sets (PG, PG). The main transmission has five gear planes. One shift element can connect a gear plane to an element of gear set (PG) adjoining the main transmission. Another shift element couples a further element of gear set (PG) either to the output shaft or a housing. An electric machine is permanently connected to an element of gear set (PG). If, while driving with a transmission gear engaged, the drive output brake is engaged for a full brake application, a shift element of the transmission is first relieved by the electric machine and/or a brake assigned to one of the input shafts and then subsequently disengaged to decouple the combustion engine from the drive output.

Gearbox of a motor vehicle and method for operating a motor vehicle

A manual transmission for a hybrid drive of a motor vehicle having transmission input shafts () and an output shaft (), an electric machine, and a plurality of shifting elements. The main transmission has a fourth shaft () and a plurality of wheel planes. A planetary transmission unit is associated with the electric machine which can be coupled to the main transmission. The planetary transmission unit has first, second and third transmission components. The plurality of shifting elements are selectively engageable to produce various gear ratios between input shaft () and output shaft () and/or shaft () and output shaft (). The fourth shaft () is coupleable to an auxiliary power take-off and, in either a standstill or a driving gear, the fourth shaft () is in driving connection with shaft () and/or shaft () by way of one of the wheel planes.

Manual transmission for a hybrid drive, method for controlling a manual transmission of this type, computer program product, control and/or regulating device, and hybrid drive

A method of synchronizing the countershaft speed, in the direct gear, for a hybrid application. The transmission () comprises a main transmission (HG) comprising two parallel partial transmissions with at least one countershaft (VW), an output shaft (), and two planetary transmissions (PG, PG) each comprising a carrier (ST, ST), sun gear (SR, SR) and ring gear (HR, HR). Each partial transmission has a transmission input shaft (), with a hollow first input shaft () and the solid second input shaft (). The first planetary transmission (PG) connects as a range group to the main transmission (HG). The main transmission (HG) comprises first (R), second (R), third (R), fourth (R) and fifth gear planes (R) and first (S), second (S), third (S) and fourth shift elements (S). Synchronization of the countershaft speed to a target speed, in direct gear, is performed via speed control of the electric machine ().

Method for synchronizing the layshaft speed in the direct gear

A drive arrangement having combustion and electric engines and a transmission with input shafts (). The drive arrangement includes first and second planetary gearsets (PG, PG), each having a carrier, and sun and ring gears. One element of gearset (PG) is rotationally fixed to shaft (). Another element of gearset (PG) is fixed to a housing. One element of gearset (PG) is connected to the electric engine. Another element of gearset (PG) is rotationally fixable to shaft (). When a first switching element is engaged, a further element of gearset (PG) is fixed to the housing. When a second switching element is engaged, the further element of gearset (PG) is rotationally fixed to shaft (), to which the element of gearset (PG) is also rotationally fixed. When a third switching element is engaged, the further element of gearset (PG) is rotationally fixed to a further element of gearset (PG).

Drive arrangement for a hybrid vehicle and power train having such a drive arrangement

A method for tractive force interruption-free shifting of a hybrid drive comprising combustion engine (), electric engine (), main gear (HG) comprising two parallel connected partial gears, output shaft (), and first and second planetary gears (PG, PG). Each partial gear having either first hollow gear input shaft () or second solid gear input shaft (). The first planetary gear (PG) is connected to the main gear (HG) as the range group, with main gear (HG) comprising at least five gear planes (R-R) and at least four shifting elements (S-S). The electric engine () is connected to carrier (ST) of the range group (PG) and the output shaft () so that the electric engine () supports tractive force while the range group (PG) is shifted, and the fifth gear plane (R) is connected to carrier (ST) of range group (PG) and thus can be shifted under load.

Method for changing a range group without interrupting the tractive force

A hybrid drive arrangement including combustion engine (), an electric machine () and a transmission with input shafts () and an output shaft. The drive arrangement has a planetary gearset (PG) with a first element that can be rotationally engaged with shaft (), and a second element that can be fixed to the housing or machine (). Shift element (K) couples a third element of gearset (PG) to the housing or to rotationally engage with machine (). Shift element (J) couples the third element of gearset (PG) with engine (). Shift elements (C, D) respectively couple the shafts () with engine () and form a double shift element (S), whose actuator () extends through a section () of a drive shaft () of the engine (), which encompasses, on the outside, shift element (S). Section () of shaft () of engine () extends to shift element (J).

Drive arrangement for a hybrid vehicle and drive train comprising such a drive arrangement

A gear unit () for a motor vehicle with a main gear (HG) comprising two parallel connected partial gears, an output shaft (), and two planetary gears (PG, PG) each having a carrier (ST, ST), a sun gear (SR, SR) and a ring gear (HR, HR). A first planetary gear (PG) is connected to the main gear (HG), with the main gear (HG) comprising first (R), second (R), third (R), fourth (R) and fifth (R) gear planes and first (Si), second (S), third (S) and fourth (S) shifting element. A second planetary gear (PG) is provided between an electric engine () and a first gear input shaft () of the main gear (HG). The fourth shifting element (S), in a second shifting position (H), connects the fifth gear plane (R) and the carrier (ST) of the range group and thus the range group is able to be shifted under load.

Gearbox for a motor vehicle, and drivetrain having the same

A hybrid drive arrangement of a motor vehicle, which has a main transmission having an input shaft and housing. An electric machine, that can operate either as a motor and a generator, has a stator and rotor which, on the input side, is connected to the main transmission. A planetary gearset is arranged between the rotor and the transmission input shaft. The transmission input shaft has a central oil bore and transverse bores for supplying oil to the planetary gearset and the electric machine. The planetary gearset and the electric machine are accommodated in a hybrid housing. The hybrid housing is connected to the transmission housing of the main transmission by an oil return line. The oil stream passing into the oil return line is in heat-transferring connection, by way of a partition wall, with a coolant which flows through a cooling duct arranged radially outside the stator.

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Friedrichshafen, Germany

Rayk Gersten