Zf Friedrichshafen Ag

Zf Friedrichshafen

Stefan Blattner

Christian Mittelberger

Johannes Kaltenbach

Notker Amann

Thorsten Leim

Ralf Dreibholz

Peter Schiele

Kai Bornträger

Bernd Allgaier

Friedrich Tenbrock

Stefan Wallner

Michael Gromus

Jochen Breuer

Gerd Frotscher

Mesut Er

Stefan Kilian

Dennis Wohlfahrt

Winfried Fakler

Mario Steinborn

Stefan Renner

Johannes Glückler

Eckhardt Lübke

Bernard Hunold

Stefan Spühler

Andreas Heinzler

Benjamin Berger

Fabian Ley

Rick Hauschwitz

Stefan Bemetz

Hannes Werner

A method for operating a motor vehicle () having at least one driven axle () with a locking differential (), where when the motor vehicle () is driving and the locking differential () concerned is engaged on at least one driven axle (), it is checked whether the motor vehicle is driving round a curve. If it is found that the motor vehicle is driving round a curve, the engaged locking differential () is actuated to disengage it and it is checked whether the locking differential () concerned has in fact been disengaged. If it is found that the locking differential () concerned has not been disengaged, the wheel of the driven axle () concerned on the outside of the curve is braked.

Method and control device for operating a motor vehicle

Disclosed is an electric vehicle transmission (&#x2033;) comprising a drive input shaft (), a drive output shaft (), a first planetary gearset (), and a second planetary gearset (). The drive input shaft () is provided for connection to an electric machine (), where each of the first planetary gearset () and the second planetary gearset () includes a first element (), a second element () and a third element (), respectively. A first shifting element (A) and a second shifting element (B') are provided, by the selective actuation of which the drive input shaft () can be connected to the drive output shaft () by means of the planetary gearsets () by engaging a gear. Also disclosed is a drive module (&#x2033;) with such an electric vehicle transmission (&#x2033;) and a method for operating an electric vehicle transmission (&#x2033;).

Electric vehicle transmission

A drive-train for a vehicle having at least one electric drive unit (EM) which is, or can be, coupled by way of a driveshaft (AW) to at least a first transmission stage (i), a second transmission stage (i) and a third transmission stage (i). At least one shifting device having at least two interlocking shifting elements (S, S) is provided for engaging the first and second transmission stages (i, i), and a frictional shifting element (S) is provided for traction a force support of the first and the second transmission stages. The frictional shifting element (S) is also provided for engaging the third transmission stage (i).

Drive train for a vehicle

A dual clutch transmission including two sub-transmissions, each having an input shaft arranged on an input axis, an intermediate shaft and an output shaft which is the drive output of both sub-transmissions. The intermediate shaft can be connected to the input and output shafts. The transmission also has wheel planes, shifting elements, two clutches and countershafts. A first countershaft can be connected to transmission elements of all the wheel planes on the countershaft axis and a second countershaft is connected to transmission elements of at least two wheel planes. The shifting elements include at least one single shifting element, but most of the shifting elements are double shifting elements. Two shifting elements are arranged on the input axis between two wheel planes, whose transmission elements are connected to the second countershaft. Opposite sides of the intermediate shaft are respectively connected to a range group and the output shaft.

Double clutch transmission and method for operating a double clutch transmission

A method for compensation of a support torque at a combustion engine and transmission which provide an overlay of combustion engine and electric machine. The combustion engine, the electric machine, and a transmission gearset are connected with each other via a planetary gearset, which is positioned in front of a downstream transmission gearset. The invention concerns a transmission gearset of a three-shaft transmission, each with a transmission input shaft for the electric machine, and for the combustion engine, and an output shaft. For the connection or disconnection of the transmission input shaft of the electric machine while driving, the electric machine is used for the synchronization of the input shaft of the electric machine, and the created support torque at the combustion engine is determined, based on this support torque, to match a combustion engine torque and thus to compensate the support torque.

Method for compensating a support torque on the combustion engine

A hybrid vehicle transmission () having internal combustion engine () and electric machine (). The transmission () comprises main transmission (HG) with two parallel partial transmissions; output shaft (); first (R), second (R), third (R), fourth (R) and output constant (R) gear planes each comprising a fixed gear on countershaft (VW) and respective meshing loose gear; first (A), second (B), third (C), fourth (D), fifth (E), sixth (F), seventh (G) and eighth (H) shift elements. Whenever eighth shift element (H) is engaged, the loose gear of fifth gear plane (R) is engaged with the output shaft () of the main transmission (HG), whenever the seventh shift element (G) is engaged, loose gear of fourth gear plane (R) is engaged with the output shaft (), and whenever the sixth shift element (F) is engaged, loose gear of fourth gear plane (R) is engaged with the first transmission input shaft ().

Gearbox for a hybrid vehicle, drivetrain having a gearbox of said type, and method for operating the same

A method of operating dual-clutch transmission for a vehicle which has two partial transmissions, each partial transmission having an input shaft arranged on an input shaft axis. An output shaft is arranged on the input shaft axis or a parallel countershaft axis. An intermediate gear system on the countershaft axis. At least one input shaft can be connected to the drive output shaft, as a direct drive, and only one countershaft is arranged on the countershaft axis and supports only fixed gears. One of the gears is a direct gear so that, when the direct gear is engaged, all the shifting elements, for coupling the intermediate gear system via the gear planes into the force flow, can be disengaged. Each gear plane can be coupled by a shifting element arranged on the input shaft axis to a shaft, and the gear next-lower than the direct gear is a coupling gear.

Transmission for vehicle and method for operation of a transmission

A vehicle control system with a hybrid drive comprising an engine and an electric motor and a plurality of functional components each divided into a strategy sub-component, a control sub-component and an actuator sub-component. The functional components include at least engine, transmission and hybrid functional components. The strategy sub-component () of the hybrid functional component () comprises an operating status prescription module () which reads in a first quantity of data from functional components in order to determine a prescribed value for the operating status of the hybrid drive, processes the read in data in order to produce a second quantity of output variables, and in a second sub-module (), determines the prescribed value for the operating status of the hybrid drive using the output variables from the first sub-module () and with the help of automatic status-determining mechanism.

Hybrid drive motor vehicle control system comprising distributed functional components for controlling hybrid drive operating status

A motor vehicle control system for controlling a motor vehicle with a hybrid drive comprising an internal combustion engine and an electric motor, with a strategy sub-component, a control sub-component and an actuator sub-component. The functional components include at least an internal combustion engine functional component, a transmission functional component, such that the strategy sub-component () of the hybrid functional component () comprises an operating status prescription module which determines a prescribed value for the operating status of the hybrid drive and transmits the prescribed value to the control sub-component () of the hybrid functional component () such that the control sub-component () of the hybrid functional component () comprises a first module () and a second module ().

A control system for controlling a vehicle with a hybrid drive comprising an internal combustion engine and an electric motor and a plurality of functional components each divided into strategy, control and actuator sub-components. The functional components include engine, transmission and hybrid functional components. The strategy sub-component of the hybrid functional component comprises an operating status prescription module which determines a recommended value for the operating status of the hybrid drive and transmits the recommended value to the control sub-component. The possible recommended value that can be determined by the operating status prescription module is a preselected hybrid driving condition, and if the operating status prescription module of the strategy sub-component transmits the preselected hybrid driving condition, as the recommended value, to the control sub-component, then the strategy sub-component prescribes a change from electric to hybrid driving, while the control sub-component determines when change occurs.

A method for operating a drive train of a motor vehicle. The drive train comprising a hybrid drive with an internal combustion engine and an electric motor, a transmission arranged between the hybrid drive and a drive output, and a clutch arranged between the internal combustion engine and the electric motor. The internal combustion engine is started by engaging the clutch only when the electric motor is providing drive power. In this situation when shifting gears in the transmission with interruption of the traction force, immediately after the gear change and during a load build-up phase of the shift operation, the internal combustion engine is started by the electric motor without traction force interruption. The clutch is controlled to partially engage to start the combustion engine and then it is completely disengaged before reaching a synchronous speed between the combustion engine and the electric motor.

Method for operating a drive train

A method of operating a drive train comprising a hybrid drive with a combustion engine and an electric motor; a transmission positioned between the hybrid drive and the output; and a clutch positioned between the combustion engine and the electric motor. When the electric motor exclusively drives the vehicle, the combustion engine can be started by engaging the clutch. At the time when the electric motor permanently or without traction force interruption is coupled to the output, and the rotational speed of the electric motor is greater than the starting rotational speed of the combustion engine, and a clutch, positioned between the combustion engine and the electric motor, is engagedly and disengagedly controlled so that the clutch is brought into slippage, via partial engagement, to start the combustion engine, and thereafter the clutch is completely disengaged before reaching a synchronous rotational speed between the combustion engine and the electric motor.

Method for the operation of a drive train

A method for operating a parallel hybrid drive train of a vehicle having an internal combustion engine, an electric engine and an output. The electric engine being located in the power drive between the output and the internal combustion engine. A second shifting element is located between the internal combustion engine and the electric engine and a first shifting element between the electric engine and the output. Output torque driving the output can be adjusted according to the transmitting capacities of the first and second shifting elements and according to the input torque of the electric engine and/or internal combustion engine. These adjustments are corrected according to standards derived from divergences found in parameters during operation of the drive train.

Method for operating a parallel drive train of a vehicle

A method is described for operating a parallel hybrid device train () of a vehicle having an internal combustion engine (), an electric engine () and an output () wherein the electric engine () is disposed in the power train between the output () and the internal combustion engine () and both between the internal combustion engine () and the electric engine () and between the electric engine () and the output () is respectively provided a frictionally engaged shifting element (). In addition, a nominal output torque abutting on the output () can be adjusted according to the transmitting capacity of the first shifting element () located between the electric engine () and the output (). According to the invention, the transmitting capacity of the first shifting element () is adjusted under control according to the nominal input torque required so that the first shifting element () has a transmitting capacity needed for producing the nominal output torque on the output (). Furthermore, an input rotational speed of the electric engine () is adjusted under regulation during a starting process of the internal combustion engine () in order to keep the first shifting element in slip operation at least during the starting process of the internal combustion engine () and to produce the nominal output torque on the output ().

Growing community of inventors

Vogt, Germany

Stefan Blattner