Friedrichshafen, Germany
Friedrichshafen, Germany

ZF Friedrichshafen AG, also known as ZF Group, and commonly abbreviated to ZF , is a German car parts maker headquartered in Friedrichshafen, in the south-west German region of Baden-Württemberg.Specialising in engineering, it is primarily known for its design, research and development, and manufacturing activities in the automotive industry. It is a worldwide supplier of driveline and chassis technology for cars and commercial vehicles, along with specialist plant equipment such as construction equipment. It is also involved in rail, marine, defence and aviation industries, as well as general industrial applications. ZF has 121 production locations in 27 countries with approximately 71,500 employees. Wikipedia.


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The invention relates to a method for controlling a hydraulic-medium supply system of an automatic transmission of a vehicle, wherein the hydraulic-medium supply system is supplied with hydraulic medium at least by an engine-driven hydraulic pump (FZP-Pu) and by a gear-set-driven hydraulic pump (RS-Pu). According to the invention, a cooling valve of the hydraulic-medium supply system for supplying hydraulic medium is controlled in dependence on sensed vehicle parameters in order to set an adapted delivery-rate distribution for the hydraulic pumps (FZP-Pu, RS-Pu).


Patent
ZF Friedrichshafen AG | Date: 2017-04-05

The invention relates to a transmission, in particular a double clutch transmission, for a motor vehicle, comprising at least two sub-transmissions, wherein each sub-transmission has at least one input shaft, and an output shaft is arranged as a pinion shaft of both sub-transmissions, wherein the at least one input shaft is arranged on an input shaft axis, and the pinion shaft is arranged on the input shaft axis or on a counter shaft axis, in particular a counter shaft axis that is parallel to the input shaft axis, wherein an intermediate gear is arranged with at least one counter shaft, said at least one counter shaft being arranged on the counter shaft axis, and wherein at least four shifting elements are arranged, at least each at least two shifting elements are arranged on the input shaft axis and counter shaft axis, wherein at least one of the input shafts can be connected to the pinion shaft by means of at least two wheel planes and/or at least one shifting element, and wherein at least two, in particular at least three, preferably at least half of the at least four shifting elements are formed in a non-synchronised manner, and at least two, in particular at least a third of the at least four shifting elements are formed in a synchronised manner. The invention also relates to a method for operating a transmission, and to a method for operating a double clutch transmission.


The invention relates to an actuating apparatus (100) for selecting gears for a gear change transmission (1352), in particular for an automatic transmission having shift-by-wire actuation, wherein a selector lever (102) of the actuating apparatus (100) is movable in a primary channel (108) and in a touch control channel (110) and in a switching channel between the primary channel (108) and the touch control channel (110), wherein the actuating apparatus (100) comprises a latching apparatus (104) having effect on the selector lever (102), characterized by a blocking apparatus (106) comprising a blocking slide (112), an actuator (114), and a blocking pin (116) guided by the actuator (114), wherein the blocking slide (112) has at least one blocking recess (122), wherein, in a position of the selector lever (102) within the primary channel (108), the blocking pin (116) is movable by the actuator (114) and the blocking pin (116) is designed to engage in the blocking recess (122), wherein the blocking apparatus (106) has a spring (124; 824), wherein a holding force enacted by the spring (124; 824) is greater than a reset force of the latching apparatus (104) of the actuating apparatus (100) having effect from a position of the selector lever (102) in the touch control channel (110) to a position in the primary channel (108) and wherein the spring (124; 824) is designed to counteract a movement of the selector lever (102) from the touch control channel (110) into the primary channel (108) if the selector lever (102) is positioned in the touch control channel (110).


The invention relates to a device (100) for adjusting a movement of an operating element for an automatic transmission of a vehicle. The device (100) has a latching contour (110) for defining at least one shift position of the operating element along a movement path of the operating element and a contact surface (115, 125, 135). The latching contour (110) is at least partly molded from a hard material with a first elasticity, and the contact surface (115, 125, 135) is molded from a soft material with a second elasticity. The second elasticity of the soft material is greater than the first elasticity of the hard material.


Grant
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: ICT-01-2016 | Award Amount: 8.59M | Year: 2016

The Bonseyes project aims to develop a platform consisting of a Data Marketplace, Deep Learning Toolbox, and Developer Reference Platforms for organizations wanting to adopt Artificial Intelligence in low power IoT devices (edge computing), embedded computing systems, or data center servers (cloud computing). It will bring about orders of magnitude improvements in efficiency, performance, reliability, security, and productivity in the design and programming of Systems of Artificial Intelligence that incorporate Smart Cyber Physical Systems while solving a chicken-egg problem for organizations who lack access to Data and Models. Its open software architecture will facilitate adoption of the whole concept on a wider scale. It aims to address one of the most significant trends in the Internet of Things which is the shifting balance between edge computing and cloud computing. The early days of the IoT have been characterized by the critical role of cloud platforms as application enablers. Intelligent systems have largely relied on the cloud level for their intelligence, and the actual devices of which they consist have been relatively unsophisticated. This old premise is currently being shaken up, as the computing capabilities on the edge level advance faster than those of the cloud level. This paradigm shiftfrom the connected device paradigm to the intelligent device paradigm opens up numerous opportunities. To evaluate the effectiveness, technical feasibility, and to quantify the real-world improvements in efficiency, security, performance, effort and cost of adding AI to products and services using the Bonseyes platform, four complementary demonstrators will be built: Automotive Intelligent Safety, Automotive Cognitive Computing, Consumer Emotional Virtual Agent, and Healthcare Patient Monitoring. Bonseyes platform capabilities are aimed at being aligned with the European FI-PPP activities and take advantage of its flagship project FIWARE.


Grant
Agency: European Commission | Branch: H2020 | Program: IA | Phase: GV-4-2014 | Award Amount: 28.42M | Year: 2015

The ECOCHAMPS project addresses topic GV-4-2014, Hybrid Light and Heavy Duty Vehicles. The work will, in a single coordinated project, address all aspects of this topic and will be conducted by 26 partners representing the European automotive industry (OEMs (EUCAR), suppliers (CLEPA), ESPs and universities (EARPA)) including members of ERTRAC and EGVIA. The objective is to achieve efficient, compact, low weight, robust and cost effective hybrid powertrains for both passenger cars and commercial vehicles (buses, medium and heavy duty trucks) with increased functionality, improved performance, comfort, safety and emissions below Euro 6 or VI, all proven under real driving conditions. The five demonstrator vehicles, for this purpose developed to TRL 7, that use the hybrid powertrains will among other give a direct cost versus performance comparison at two system voltage levels in the light duty vehicles, and include the modular and standardized framework components in the heavy duty vehicles. Achieving these innovations affordably will strengthen technical leadership in powertrains, enable a leading position in hybrid technology and increases the competitiveness of European OEMs. The vehicles will be ready for market introduction between 2020 and 2022 and (price) competitive to the best in-class (full hybrid) vehicles on the market in 2013. More importantly, the technology devised will impact on the reduction of CO2 emissions and the improvement of air quality. The project proposes to reach a 20% powertrain efficiency improvement and a 20% powertrain weight and volume reduction, with a 10% cost premium on the base model for the demonstrator. To meet air quality targets the project will prove, via independently supervised testing, real driving emissions at least below Euro 6 or VI limits and by simulation show the potential of the passenger car technologies to reach Super Low Emission Vehicle standards.


Patent
ZF Friedrichshafen AG | Date: 2016-06-30

A drag torque reduction device for an automatic transmission includes a hydraulic controller with a radiator. In one embodiment, the drag torque reduction device also includes a parallel connection of a pressure relief valve, a constant aperture and a temperature-dependent, switchable aperture positioned upstream of the radiator. In another embodiment, the drag torque reduction device includes an overflow cooling oil diversion with a temperature-dependent, switchable aperture and a pressure relief valve that is positioned upstream of the radiator.


The protective housing can cover at least one component on the circuit board; the interior of the cover has several protrusions that are built, so that at least one part is displaced by raising the protective housing on at least one component, so that it is in contact with the exterior contour of the component and fastens it. Moreover, a circuit board is provided with at least one protective housing.


A method of producing a chassis module (1) with a structural component (3) having a through-going aperture (5) into which a ball joint housing (7) is inserted. An outer periphery of the ball joint housing (7) is connected all round to an edge section (9) of the aperture (5) by a first material-cohesive joining (11) without a filler. In order to stabilize the ball joint housing (7) in the aperture (5), the ball joint housing (7) is additionally connected all round to an inner wall section (13) of the aperture (5) at a location spaced away from the edge section (9), by a second material-cohesive joining (15) without a filler. The chassis module (1) is produced by the method, and the chassis module is in the form of a flanged connector (1) or a multi-point link.


A device for a drive train of a hybrid vehicle having a planetary gear set which comprises a carrier element, a sun gear element, and a ring gear element. A first element connects to a first input shaft of a first subtransmission of a transmission, and a second element connects to an electric machine of a hybrid drive. A first shift element which couples, in a first shift position, a third of the elements to a second input shaft of a second subtransmission of the transmission, to which an internal combustion engine can be coupled, and, in a second shift position, can be coupled to another element of the planetary gear set, and having a second shift element which couples the input shafts of both subtransmissions when engaged and separates the input shafts of both subtransmissions when disengaged.

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