Zf Friedrichshafen Ag

Tamas Gyarmati

Matthias Reisch

Philip Dötschel

Eckhardt Lübke

Carl Schilling

Stefan Beck

Martin Brehmer

Christoph Margraf

Hagen Doepfert

Thorsten Müller

Stephan Stroph

Robert Reiser

Oliver Angele

Stefan Benz-Breitweg

Christian Staiger

Felix Fink

Manuel Steinmann

Domenico Bartilucci

Sebastian Freis

Stephan Scharr

Thomas Riedisser

Thomas Ratzmann

Leschek Debernitz

Peter Reinders

Derk Langenkaemper

Alexander Gutsche

A transmission for a motor vehicle includes a first, a second, and a third planetary gear set, an input shaft, a first and a second output shaft, and a first and a second coupling shaft. Respective elements of the first planetary gear set are rotationally fixed to the input shaft, rotationally fixed to the first coupling shaft, and rotationally fixed to the second coupling shaft. Respective elements of the second planetary gear set are rotationally fixed to the first coupling shaft, rotationally fixed to a stationary component, and rotationally fixed to the second output shaft. Respective elements of the third planetary gear set are rotationally fixed to the second coupling shaft, rotationally fixed to the first output shaft, and rotationally fixed to the second output shaft.

Transmission and drive device for a motor vehicle

A transmission () includes an input shaft (), a first and a second output shaft (), and a differential () with a first and a second planetary gear set (). A first gear set element of the first planetary gear set () is connected to the input shaft () for conjoint rotation. A second gear set element of the first planetary gear set () is connected to a first gear set element of the second planetary gear set () conjoint rotation. A third gear set element of the first planetary gear set () is connected to the first output shaft () for conjoint rotation. A second gear set element of the second planetary gear set () is connected to the second output shaft () for conjoint rotation. A third gear set element of the second planetary gear set () is connected to a stationary component for conjoint rotation. The second planetary gear set () is axially adjacent to the first planetary gear set () and the planet gears () of the first planetary gear set () do not axially overlap the planet gears () of the second planetary gear set ().

Transmission for a drive train of a vehicle

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 transmission () for a drive train () includes a differential () arranged spatially within a housing part (). The differential includes a first planetary gear set () and at least one second planetary gear set (), which is operatively connected to the first planetary gear set. The housing part () includes at least one lubricant feed () configured for fluidically connecting a lubricant supply of the transmission () to an annular duct () formed, at least partially circumferentially, spatially between a planet carrier () of the second planetary gear set () and the housing part (). The planet carrier () of the second planetary gear set () is arranged on the housing part () in a rotationally fixed and axially secured manner.

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

A transmission () for a drive train of a vehicle () includes an input shaft (), a first output shaft (), a second output shaft () and a differential arranged in power flow between the input shaft () and the two output shafts (). A first output torque is 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 is transmittable onto the second output shaft (). The second planetary gear set () is axially adjacent to the first planetary gear set (), and the planet gears () of the first planetary gear set () do not axially overlap the planet gears () of the second planetary gear set (). A second gear set element in the first planetary gear set () is a ring gear () and is connected to a first gear set element in the second planetary gear set (), which is a sun gear (), for conjoint rotation. The sun gear () of the second planetary gear set () is arranged on an end face of the ring gear () of the first planetary gear set () and axially fixed by a securing ring ().

Transmission for a vehicle drive train

A transmission includes an input shaft, two output shafts, at least three bearings and a differential. A first planetary gear set includes multiple gear set elements, and a second planetary gear set includes multiple gear set elements and is operatively connected to the first planetary gear set. A first output torque is at least indirectly transmittable onto the first output shaft by the first planetary gear set. One of the three bearings is arranged between the second output shaft and a stationary component and delimits the axial position of the second output shaft with respect to the stationary component at least in one axial direction. The second gear set element of the first planetary gear set is axially fixed at least in one axial direction on the first output shaft.

A transmission for a power train of a motor vehicle has a first stationary housing part having a first axial contact surface, a second stationary housing part, and a first sealing element on the second stationary housing part, the first sealing element being axially compressible. Additionally, the transmission includes a first planetary gear set including a planet carrier, at least one planet gear, a sun gear, and a ring gear. The planet carrier is fixed relative to one or both of the first stationary housing part and the second stationary housing part. One side of the planet carrier rests against the first axial contact surface, where the first sealing element acts on another side of the planet carrier to axially preload the planet carrier against the first axial contact surface to prevent the planet carrier from tilting relative to a rotation axis of the first planetary gear set.

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

A transmission for a power train of a vehicle, the transmission including an input shaft, a first output shaft, and a second output shaft, where the first output shaft is received at least partially within the second output shaft, and where the first and second output shafts are rotatable. The transmission further includes a differential operatively arranged between the input shaft and the first and second output shafts, where the differential is configured to divide drive power applied at the input shaft onto the first and second output shafts. Moreover, the transmission includes a stationary component. Additionally, the transmission includes a cover between the second output shaft and the stationary component, where the cover defines at least one duct for guiding lubricant, with the at least one duct extending substantially radially.

A damper arrangement for a motor vehicle drive train includes a damper () for damping torsional vibrations and a rotationally fixed fluid guide element (). The fluid guide element () is axially adjacent to the damper (). The damper () has at least one duct (---). A fluid () that at least partially surrounds the damper () is conveyed through the at least one duct (---) when the damper () rotates.

Damper arrangement and transmission for a motor vehicle drive train

A shaft (W) for a motor vehicle transmission (G) includes four axial bore holes (B, B, B, B) for conducting fluid within the shaft (W). A central axis of each of the four bore holes (B, B, B, B) is spaced apart from an axis of rotation (WA) of the shaft (W). A radial distance (r) between the central axis of at least two of the four bore holes (B, B, B, B) and the axis of rotation (WA) differs from a radial distance (r) between the central axis of one of the remaining bore holes and the axis of rotation (WA). A transmission (G) for a motor vehicle with a shaft (W) is also provided.

Shaft for a motor vehicle transmission

A transmission for a motor vehicle includes a housing and a gear set. An oil drainage channel is formed by the housing and/or by an element connected to the housing and is arranged spatially underneath the gear set. The oil drainage channel includes at least one gear set-side inlet port, a closed underside, and an oil sump-side outlet port at one end of the oil drainage channel, which are designed and arranged in such that oil from the gear set enters the oil drainage channel through the at least one inlet port and is guided along the closed underside to the outlet port. A suction port of a hydraulic unit of the transmission is arranged in the oil sump spatially underneath the closed underside of the oil drainage channel and axially offset with respect to the outlet port.

Transmission for a motor vehicle

A hybrid drive unit (HY, G) for a motor vehicle includes a housing (GG), in which a torque converter (TC) and an electric machine (EM) are accommodated. The electric machine (EM) and the torque converter (TC) are arranged directly next to each other such that the electric machine (EM) is arranged at a first face end (TC) of the torque converter housing (TCG). An oil guide shell (LS) at least partially encompasses a section of the torque converter (TC). The oil guide shell (LS) has an L-shaped cross-section including a first section (LS) and a second section (LS) and is arranged in such that the first section (LS) partially encompasses a second face end (TC) of the torque converter housing (TCG) and the second section (LS) partially encompasses a circumferential surface of the torque converter housing (TCG).

Hybrid drive unit and drive train for a motor vehicle

A shaft (W) for a motor vehicle transmission (G) may have axial bore holes positioned within the shaft and configured to guide fluid within the shaft. The shaft may have first, second, and third axial sections (W, W, W), the second axial section being axially between the first and third axial sections. Fluid enters the axial bore holes in the second axial section and exits the axial bore holes in the first and third axial sections. One of the axial bore holes (B; B, B) is arranged, at least partially, in the first axial section and is radially spaced from an axis of rotation (WA) of the shaft. Another of the axial bore holes (BRS; B_SE, B) is arranged, at least partially, in the third axial section. The one of the axial bore holes (B; B, B) is coaxial with the other of the axial bore holes (BRS; B_SE, B).

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Tamas Gyarmati