Zf Friedrichshafen Ag

Zp Friedrichshafen Ag

Zr Friedrichshafen Ag

Stephan Scharr

Stefan Beck

Uwe Griesmeier

Johannes Kaltenbach

Michael Wechs

Matthias Horn

Jens Moraw

Viktor Warth

Peter Ziemer

Martin Brehmer

Raffael Kuberczyk

Juri Pawlakowitsch

Eckehard Münch

Julian King

Gerhard Niederbrucker

Bernd Knöpke

Eckhardt Lübke

Timo Wehlen

Martin Jelinewski

Manfred Till

Andreas Hölscher

Christian Sibla

Matthias Reisch

Wolfgang Rieger

Michael Roske

Tamas Gyarmati

Ulrich Kehr

Philip Dötschel

David Wörzler

Bernd Vahlensieck

Marc Schieß

Sabine Sielemann

Ulrich Kerr

Wolfgang Reiger

Florian Dichtl

Mathias Döring

Alexander Dusdal

Danny Grusser

Ingrid Reh

Marc Schiess

A transmission for a power train of a vehicle includes an input shaft, two output shafts, and a differential arranged between the two output shafts. The differential includes two planetary gear sets, which include multiple gear set elements. A first output torque is at least indirectly transmittable onto the first output shaft by the first planetary gear set. A support torque of the first planetary gear set is convertible in the second planetary gear set such that a second output torque, which corresponds to the first output torque, is transmittable onto the second output shaft. A second gear set element of the first planetary gear set is connected to the first output shaft for conjoint rotation via a spline. At least one first duct for axial passage of lubricant is formed between inner toothing and the outer toothing of the spline.

Transmission for a vehicle, and power train having such a transmission

A stator () for an electric machine () includes a laminated core () arranged axially between a first end plate () and a second end plate (). A cooling line () for introducing a coolant into at least one distribution duct () at the particular end plate () is arranged outside the end plates () and the stator () and is fluidically connected to the at least one distribution duct () in the particular end plate (). The laminated core () includes multiple axial ducts () for guiding the coolant through the stator (). The axial ducts () are fluidically connected to the at least one distribution duct () in the particular end plate () for the inflow of the coolant. An outflow for the coolant is formed by at least one end-face opening () in the particular end plate (). The at least one opening () is configured for spraying the coolant out of the axial ducts () onto winding overhangs () of the stator ().

Stator for an electrical machine

A transmission arrangement for an at least partially electrically driven vehicle includes a first electric machine defining a first central longitudinal axis and having a first gear stage and a second gear stage. The arrangement further includes a second electric machine defining a second longitudinal axis and having a first gear stage and a second gear stage. Further, the arrangement includes a transmission housing, with the first and second electric machines being arranged in the transmission housing. Additionally, the arrangement includes a differential drivingly connected to the second gear stages of the first and second electric machines. The first and second central longitudinal axes are axially parallel to each other on a circular path, the circular path being perpendicular to an output axis.

Transmission arrangement and drive device for an electrically driven vehicle

An oil supply arrangement of a vehicle with an electric machine in a housing with at least one oil volume connected to an oil volume of a transmission housing of the vehicle for oil supply. The oil volume of the electric machine is divided into at least two oil supply spaces to compensate an oil level in the housing. A first oil supply space is arranged at a side of the housing facing the driving direction of the vehicle and a second oil supply space is arranged at a side of the housing opposite the driving direction of the vehicle.

Oil supply arrangement of a vehicle with an electric machine

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.

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

A transmission (G) for a motor vehicle includes an electric motor (EM), an input shaft (GW), an output shaft (GW), two planetary gear sets (P, P), and at least five shift elements (K, B, K, K, K), wherein different gear ratios between the input shaft (GW) and the output shaft (GW) are selectable by actuating the at least five shift elements (K, B, K, K, K) and, in addition, in interaction with the electric motor (EM), different operating modes are implementable. A drive train for a motor vehicle including such a transmission (G) and to a method for operating same are also provided.

Motor vehicle transmission

A motor vehicle transmission, the transmission having an input shaft rotationally fixed to a second element of a first planetary gear set and rotationally fixable to a first element of a second planetary gear set by a first shift element. A first element of the first planetary gear set is rotationally fixable to a housing of the transmission by a second shift element and to the first element of the second planetary gear set by a third shift element. An output shaft of the transmission is rotationally fixed to a third element of the first planetary gear set and to a second element of the second planetary gear set. A third element of the second planetary gear set is rotationally fixable to the housing by a fourth shift element. Additionally, two elements of the first planetary gear set are rotationally fixable to each other by a fifth shift element.

A transmission (G) for a motor vehicle includes an input shaft (GW), an output shaft (GW), three planetary gear sets (PPP), as well as four shift elements (BKKK). By selective engagement of the four shift elements (BKKK) in pairs, six forward gears (-) are shiftable between the input shaft (GW) and the output shaft (GW).

Gear mechanism for a motor vehicle, and drive train for a motor vehicle comprising such a gear mechanism

A transmission (G) for a motor vehicle comprising an upstream gear set (VRS), a main gear set (HRS) with a total of four shafts (W, W, W, W) referred to in order of rotational speeds as first, second, third and fourth shafts, an electric machine (EM), and at least five shift elements (A, B, C, E, F), the selective pairwise closure of which realizes at least eight selectable forward gear ratios (G-G) between a drive shaft (GW) and an output shaft (GW) of the transmission (G). The upstream gear set (VRS) provides a rotational speed at a fifth shaft (W) increased relative to the rotational speed of the drive shaft (GW), in a fixed transmission ratio with respect to the drive shaft (GW). The main gear set (HRS) is a stepped planetary gear set (PS).

Gearing for a motor vehicle, and hybrid drive train with same

The invention relates to a transmission (G) for a motor vehicle, wherein the transmission (G) comprises an input shaft (GW), an output shaft (GW), three planetary gear sets (P, P, P), as well as at least five shift elements (B, K, K, K, K), wherein, by means of selective engagement of the at least five shift elements (B, K, K, K, K), seven forward gears (to) can be selected between the input shaft (GW) and the output shaft (GW), and a drive train for a motor vehicle comprising such a transmission (G).

Transmission for a motor vehicle

A transmission (G) for a motor vehicle includes an input shaft (GW), an output shaft (GW), three planetary gear sets (P, P, P), and four shift elements (B, K, K, K). By selective engagement of the four shift elements (B, K, K, K) in pairs, six forward gears (-) are shiftable between the input shaft (GW) and the output shaft (GW).

A transmission (G) for a motor vehicle includes a drive shaft (GW), an output shaft (GW), a first and a second planetary gear set (P, P), and a first, second, third, fourth and fifth shift element (). Six forward gear ratios (-) between the drive shaft (GW) and the output shaft (GW) are engagable through selective pairwise closure of the five shift elements () and rotationally fixed immobilization of the sun gear (E) of the first planetary gear set (P).

A transmission (G) for a motor vehicle having an input shaft (GW), an output shaft (GW), three planetary gear sets, and six shift elements. By engaging the second shift element (), the second element (E) of the first planetary gear set (P) is rotationally fixable. By engaging the third shift element (), the first element (E) of the first planetary gear set (P) is rotationally fixable. By engaging the fourth shift element (), the input shaft (GW) is connectable to the second element (E) of the second planetary gear set (P). By engaging the fifth shift element (), the input shaft (GW) is connectable to the first element (E) of the second planetary gear set (P). By engaging the sixth shift element (), the first element (E) of the second planetary gear set (P) is connectable to the first element (E) of the first planetary gear set (P).

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

A transmission system () including a transmission input shaft (), a transmission output shaft (), and three planetary gear sets (P, P, P) having a total of seven interface shafts (W-W). The planetary gear sets (P, P, P) are at least partially functionally connected to each other by planetary gear set shafts (S-HR), are at least partially connectable to each other through a plurality of shift elements (B, B, K-K; B-B, K-K), and are coupled to the seven interface shafts (W-W) by the planetary gear set shafts (S-HR) such that at least six gear ratios (VM-VM, RVM, RVM) are selectable such that the transmission input shaft () and the transmission output shaft () revolve with the same or different direction of rotation.

Transmission device having a transmission input shaft, having a transmission output shaft and having three planetary gear sets

A transmission (G) for a motor vehicle including an input shaft (GW), an output shaft (GW), three planetary gear sets (P, P, P) with three elements each, and five shift elements (B, K, K, K, K). The third planetary gear set (P) has first and second couplings (V, V), wherein the first coupling (V) is between the first elements (E, E) of the second and third planetary gear sets (P, P), the second coupling (V) is between the third element (E) of the third planetary gear set (P) and the output shaft (GW), and the second element (E) of the third planetary gear set (P) is permanently connected to the input shaft (GW). One of the first and second couplings (V, V) is a permanently rotationally conjoint connection and the other one of the first and second couplings (V, V) is a connection selectable by the third shift element (K).

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Friedrichshafen, Germany

Stephan Scharr