Zf Friedrichshafen Ag

Friedrichshafen Ag

Thomas Riedisser

Stefan Beck

Johannes Kaltenbach

Kim Führer

Hagen Doepfert

Martin Brehmer

Peter Ziemer

Michael Wechs

Fabian Kutter

Thomas Martin

Leschek Debernitz

Stephan Stroph

Gerald Viernekes

Monika Rößner

Uwe Griesmeier

Wolfgang Kundermann

Thilo Schmidt

Wolfgang Grosspietsch

Christoph Margraf

Peter Reinders

Wolfgang Schmid

Thorsten Müller

Carl Schilling

Matthias Horn

Eckhardt Lübke

Bernard Hunold

Axel Rohm

Matthias List

Tamas Gyarmati

Linus Eschenbeck

Reinhard Deppert

Matthias Cudok

Steffen Einenkel

Florian Pöhnlein

Rainer Grundler

Matthias Weidner

Alexander Bartha

Monika Rössner

Ulrich Doerr

Andreas Geiger

Markus Strobel

Uwe Schraff

Mladjan Radic

Florian Lanz

Gabriele Glade

Michel Wiemer

Rudolf Raedler

Martin Kibler

Wolfgang Großpietsch

Ingo Lippenberger

Christopher Allnoch

Thomas Schneider

Derk Langenkaemper

Sebastian Grimm

Alessio Paone

Guido Schmitt

Andreas Jung

Klemens Adamski

Juergen Stauber

Michael Kunth

Peter Fenn

Andreas Knörle-Philipp

Julia Baumann

Thomas Dirheimer

Christian Dönges

Harald Tiesler

Frank Pfarrherr

Hans-Peter Bock

Jan Göbel

Manuel Schwaerzler

Daniel Haase

Kim Fuehrer

An arrangement for actuating a shift element of a gearbox includes a rotatably mounted and preloaded shift pawl () and a shift ring () with an outer toothing () and assigned to a gearbox element. A first end () of the shift pawl () is assigned to the outer toothing () of the shift ring () so as to lock or release the shift ring () in order to shift a gear stage, and a second end () of the shift pawl () is assigned to a shift gate () of a shift drum () that actuates the shift pawl (). The shift pawl () is operatively connected to at least one double torsion spring () in order to apply a preload force.

Assembly for actuating a shifting element of a transmission

An electric transmission () for a motor vehicle drive train () includes a transmission input shaft () for operatively connecting the electric transmission to an electric prime mover (), a reduction gear () for reducing a rotational speed of the electric prime mover, a transmission () for establishing gear steps, including a first planetary gear set (RS) and a second planetary gear set (RS), a first output shaft () and a second output shaft () for transmitting drive power from the electric transmission, and a plurality of shift elements (B, C, D) for engaging the gear steps. A planet carrier of the first planetary gear set is drivingly connected to a planet carrier of the second planetary gear set, and a sun gear of the first planetary gear set is drivingly connected to a ring gear of the second planetary gear set.

Transmission for E-axle

An arrangement for actuating a shift element for a bottom bracket gearbox () includes a shift ring () rotatably mounted in a housing () and assigned to a gearbox component. A shift pawl () for locking or releasing the shift ring () is assigned to the shift ring () for shifting a gear stage. A support region mechanically reinforces the housing () and is provided at least along a contact region () between an inner wall () of the housing () and an outer circumference of the shift ring (). The contact region () is defined by reaction forces () acting when the shift ring () is locked.

Bottom-bracket gear

A planetary-type bottom-bracket transmission for a bicycle or a pedelec includes a pedal crank shaft, a transmission output shaft, further shafts, and a first transmission shift group and a second transmission shift group. The first transmission shift group and the second transmission shift group are coupled to each other for implementing a plurality of gear ratios. The first transmission shift group includes a two-step stepped planetary gear set that is assigned a first shifting element, a second shifting element and a fifth shifting element.

Planetary-type bottom-bracket transmission for a bicycle or a pedelec

A vehicle transmission includes a transmission housing defining an oil sump space and a hybrid space, with the hybrid space being arranged vertically above the oil sump space. The transmission further includes a first oil guide shell and a second oil guide shell each fixed to the transmission housing. Additionally, the transmission includes rotating components installable in a portion of the hybrid space between the first oil guide shell and the second oil guide shell in an axial direction, where the rotating components includes at least one electric machine, a damper, and a torsional shock absorber. Two contactless gap seals are formed by one of the oil guide shells and at least one of the rotating components such that oil entry from the oil sump into the portion of the hybrid space is delimited axially by the oil guide shells and radially by the gap seals.

Vehicle transmission

A bottom bracket gear mechanism for a bicycle or a pedelec includes a gear mechanism shifting group in which a second element of the first gear set is connected to a first shaft, a third element of the first gear set is connected via a fourth shaft to a second element of the second gear set, and a first element of the first gear set is connected to a fifth shaft. A first element of the second gear set is fixable via a third shaft and the second shifting element. The third shaft is connectable to the fifth shaft via the sixth shifting element. The third element of the second gear set is fixable via a second shaft and via the first shifting element. The second shaft is connectable to the first shaft via the fifth shifting element.

Bottom bracket gear mechanism of planetary design for a bicycle or a pedelec

A bottom bracket planetary gear mechanism for a bicycle or a pedelec includes a gear mechanism shifting group having first and second planetary gear sets and first, second, and fifth shifting elements. A second element of the first gear set is connected to a first shaft, a first element of the first gear set is connected via a fourth shaft to a first element of the second gear set, and a third element of the first gear set is fixable via a second shaft and a first shifting element. The third element of the first gear set is connected via the second shaft to a second element of the second gear set. A third element of the second gear set is fixable via a third shaft and a second shifting element. A fifth shifting element blocks the first and second gear sets.

A gear set arrangement () for a bicycle gearbox () includes a planetary assembly, a stationary component (), a first and a second brake (B, B), and a first and a second freewheel clutch (F, F). One planetary gear set () of the planetary assembly includes a first rotary element, a second rotary element, and a third rotary element. The first rotary element is rotationally fixable on the stationary component () by the first brake (B). The first rotary element is connectable to the output () by the first freewheel clutch (F). The second rotary element is rotationally fixable on the stationary component () by the second brake (B). The second rotary element is connectable to the output () by the second freewheel clutch (F). The third rotary element is connected to the input () for conjoint rotation. The gear set arrangement () is configured to provide three ratios.

Gear set assembly and bicycle gearing system

An automatic transmission (1) includes a transmission housing, a hydrodynamic torque converter (5), a first brake, a second brake, an intermediate plate (6) fixedly connected to the transmission housing and with ducts for supplying the hydrodynamic torque converter (5) and the two brakes (A, B) with oil. An oil guide shell (7) is arranged between the hydrodynamic torque converter (5) and the intermediate plate (6). Oil coming from the two brakes sinks via oil ducts (39.1, 39.2, 39.3) in the transmission housing and the intermediate plate (6) via the inflow opening (40) in the oil guide shell (7). The hydrodynamic torque converter (5), via rotation, conveys the oil to the elevated oil ejection opening in the oil guide shell (7), from where the oil sinks into the tank (8) via a gap (52) delimited by the oil guide shell (7) and the intermediate plate (6).

Automatic transmission for a motor vehicle

A lubricant guide shell () for includes a first, radially extending section (), which is provided for being situated axially opposite an end face () of a torque converter () in an installed state of the lubricant guide shell (). The first section () transitions radially outwardly into a second, axially extending section (), which, in the installed state of the lubricant guide shell (), is configured for axially at least partially and radially outwardly encompassing the torque converter starting from the first section (). The first section () as well as the second section () are configured to be completely circumferential.

Lubricant guide shell for an arrangement in the area of a hydrodynamic torque converter

A hybrid module having a damper hub connected to an internal combustion engine, a housing, a clutch, an electric machine which has a rotor and a stator connected to the housing, a torque converter has a converter housing connected to a central hub and a turbine shaft, and an output shaft. The rotor of the electric machine is connected to the central hub or the converter housing. The turbine shaft is connected to the output shaft to be fixed with respect to rotation and the clutch is arranged between the damper hub and the torque converter The central hub is supported at the output shaft via at least one bearing and is supported at the damper hub via at least two bearings and the damper hub is supported at the housing by a bearing.

Bearing unit for a hybrid module

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 wet-running multi-disk clutch (B) for a motor vehicle transmission (G) includes a piston (K) provided at a first side of the multi-disk clutch (B), by which a force acting in an axial direction is applicable onto inner and outer clutch disks (IL, AL) in order to engage the multi-disk clutch (B). The multi-disk clutch (B) is supported against an abutting surface (AF) via an end disk (ALE) of the outer clutch disks (AL) at a second side, which is opposite the first side. Grooves (N) are provided at one or both of the abutting surface (AF) and the end disk (ALE). The grooves (N) are configured and arranged such that cooling fluid (O) routed to the multi-disk clutch (B) is flowable out of the multi-disk clutch (B) through the grooves (N).

Wet-running multi-disk clutch and motor vehicle transmission

An arrangement of at least one sensor track-scanning rotor position sensor (A) of an electric machine (EM) in a hybrid transmission housing () that includes a torque converter () and a housing-affixed oil supply plate arrangement is provided. The rotor position sensor (A) is attached on an oil-supply-plate side, and a sensor ring (), as a sensor track, is attached on a converter side. A hybrid transmission housing () including the arrangement is also provided.

Arrangement of a rotor position sensor

A torsional damper arrangement for a motor vehicle with a housing. The housing encloses a wet space. A momentum start clutch arrangement is arranged in the housing.

Torsion damping assembly and motor vehicle

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Sigmarszell, Germany

Thomas Riedisser