Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg

Getrag Getriebe- Und Zahnradfabrik Hermann Hagen

Robert Boschgmbh

Magna Pt B.v. & Co. Kg

Getrag B.v. & Co. Kg

Uli Christian Blessing

Manfred Hellmann

Guenter Ruehle

Thomas Hoffmeister

Mark Schweiher

Hansi Gremplini

Ulrich Knoedel

Martin Seufert

Kuno Fronius

Matthias Doelling

Günter Rühle

Peter Khatchikian

Jochen Bausch

Boyke Richter

Thorsten Stepper

Matthias Beck

Joerg Meissner

Harald Ihben

Jörg Meissner

Peter Deuble

Thomas Deigner

Walter Wolf

Benjamin Kesel

Alexander Kreim

Markus Schuerlein

Philipp Knöpfle

Thorsten Gatzka

Bernd Blankenbach

Winfried Schulz

Kevin Gutmann

Sascha Dreschmann

Mark Absenger

Ingo Matusche

Patrick Kinder

Markus Schürlein

A drive train for a motor vehicle comprises an internal combustion engine which has a crankshaft and is designed to provide drive power for the motor vehicle. A clutch arrangement has an input member and at least one output member, the input member being connected to the crankshaft. A transmission arrangement implements a plurality of gear stages, the transmission arrangement having a transmission housing, at least one input shaft, and at least one output shaft. The output shaft is connectable to driven wheels of the motor vehicle. An electric machine is designed to provide drive power for the motor vehicle and is connected to a transmission shaft of the transmission arrangement. The transmission shaft has a shaft section which extends from the transmission housing and is connected to the electric machine via a traction drive mechanism.

Drive train for a motor vehicle

A hybrid drivetrain having an internal combustion engine which is designed for a maximum internal combustion engine rotational speed; a dual-clutch arrangement which has a first friction clutch and a second friction clutch with a common input element and in each case one output element; a transmission arrangement which has a first sub-transmission and a second sub-transmission; an electric machine connected to the output element of the second friction clutch via a machine transmission ratio (i), in such a way that a purely electric driving mode can be established via the second sub-transmission. The electric machine is designed for a maximum machine rotational speed. The maximum machine rotational speed divided by the machine transmission ratio is greater than the maximum internal combustion engine rotational speed. The output element of the second friction clutch is structurally designed for the maximum machine rotational speed divided by the machine transmission ratio (i).

Hybrid drivetrain and method for operating the same

Method for controlling a hybrid drivetrain which has a drive engine and a dual-clutch gearbox which, to establish two power transmission paths, has a first and a second friction clutch and a first and a second component gearbox. An electric machine is connected to the second power transmission path downstream of the second friction clutch in the power flow direction. Purely electric driving operation can be realized by means of the second component gearbox assigned to the second friction clutch. In the event of a gear change in the second component gearbox during purely electric driving operation, a fill-in torque is provided. The fill-in torque is provided from inertial energy of the previously cranked, non-fired drive engine, wherein the drivetrain also has an electric starter motor, and wherein the starter motor is used to crank the drive engine.

Method for controlling a hybrid drivetrain

Clutch arrangement for a motor vehicle drive train. The clutch arrangement has a first and a second clutch which are embodied as normally open clutches. The first clutch can be activated from an open position into a closed position by means of a first actuator arrangement. The second clutch can be activated from an open position into a closed position by means of a second actuator arrangement. The clutch arrangement has a locking device for locking a clutch in the closed position. Only the second clutch can be locked in the closed position by means of the locking device, while the first clutch cannot be locked in the closed position. Thus, the first actuator arrangement has to be supplied with energy in order to secure the first clutch in the closed position.

Clutch arrangement and method for actuating same

Drive train for a motor vehicle, having an electric machine for providing motive power, and a transmission arrangement. The transmission arrangement has a transmission input shaft and a first and a second gear stage. The transmission input shaft is connected to the electric machine. The drive train has a differential, which is connected to an output of the transmission and is set up to distribute motive power to two drive shafts. The differential is connected to a helically toothed driving gear, which is in engagement with a helically toothed pinion of the transmission output. A pressure pad arrangement absorbs axial forces arising from the helical toothing.

Motor vehicle drive train

A hybrid drivetrain for a motor vehicle has an internal combustion engine, an electric machine, and a transmission arrangement for setting at least two different gears. The internal combustion engine and the electric machine are coupled to an input element of the transmission arrangement. A differential is coupled to an output of the transmission arrangement and is adapted to distribute motive power to two drive shafts. The electric machine and the internal combustion engine are coupled to a transmission input shaft of the transmission arrangement by way of a spur gear train.

Hybrid drivetrain

A method for operating a hybrid drivetrain for a motor vehicle. Power is provided by an internal combustion engine in a first operating mode. Power is provided by an electric machine in a second operating mode. A change from one operating mode into the other operating mode is carried out according to the state of at least one of the drivetrain and the motor vehicle. The change of operating mode is controlled according to at least one switching variable, which is a function of a requested power target value.

Method for operating a hybrid drivetrain

A method for setting the engagement point of a friction clutch of a multi-step transmission for a motor vehicle. The friction clutch can be activated, controlled, by means of a clutch actuator. A set point value of the clutch actuator is set for the engagement point of the friction clutch as a function of a time profile of a physical variable which occurs starting from a transition state after activation of the friction clutch to a transition value. An electric machine is connected to the multi-step transmission. Influencing of the multi-step transmission by the electric machine is taken into account in the setting of the engagement point of the friction clutch.

Method for adapting the kiss point

An actuator arrangement for the axial displacement of an actuation member by means of a drive force which is generated by an electric machine, in particular for a shift-clutch arrangement of a multi-step gear change transmission. The actuation member is mounted axially displaceably on a rotary shaft. The electric machine has a stator fixed to a housing and a rotor which is coupled to the actuation member and is arranged coaxially with respect to the actuation member. The rotor is coupled to the actuation member with a form fit in the axial direction. Here, the rotor or the actuation member has a radial projection which engages into a radial groove of the other part.

Actuator arrangement and shift-clutch arrangement

The present invention relates to a hybrid drive train for a motor vehicle, comprising a clutch arrangement having a first rotatable clutch part and a second rotatable clutch part, which clutch parts can be separated from one another and which can be connected to one another, and comprising an electrical machine which is arranged concentrically with respect to the first clutch part and has a rotor, wherein the rotor is connected with the first clutch part and comprises a plurality of magnetic flux influencing portions, the magnetic flux influencing portions being arranged distributed over the circumference of the rotor with a predetermined rotor pitch. Here, the first clutch part comprises a shaft toothing that is adapted to the rotor pitch.

Hybrid drive train and electrical machine

An electrical synchronous machine, in particular for use as a drive machine in motor vehicle applications. A stator has an electrical winding arrangement for generating a rotating field. A rotor has magnetic flux generating means for generating a rotor flux with which the rotating field interacts. The rotor has a first rotor section with first magnetic flux generating means and a second rotor section with magnetic flux influencing means. It is possible to move the two rotor sections relative to one another between at least a first and a second relative position in such a way that the rotor flux provided by the rotor has a different magnitude in the two relative positions.

Electrical synchronous machine

A dual clutch arrangement with an input shaft, with a first friction clutch, and with a second friction clutch. The input element of the first friction clutch is connected to the input shaft and the output element thereof is connected to a first output shaft. The input element of the second friction clutch is connected to the input shaft and the output element thereof is connected to a second output shaft. The output shafts are connectable to corresponding input shafts of a dual clutch transmission. An electric machine is connected to the first output shaft. The electric machine is arranged coaxially with the first friction clutch.

Dual clutch arrangement

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Heilbronn, Germany

Uli Christian Blessing