公开(公告)号：US20180017148A1

公开(公告)日：2018-01-18

申请号：US15541535

申请日：2016-01-14

Applicant: Schaeffler Technologies AG & Co. KG

Inventor： Thomas Mehlis ,  Andreas Kinigadner

IPC: F16H37/02

CPC classification number: F16H37/021 ,  B60K1/00 ,  B60K2001/001 ,  F16H3/083 ,  F16H37/022 ,  F16H2200/0021

Abstract: A gearing arrangement for an electric motor which is improved in terms of ease of use and efficiency. To this end there is proposed a gearing arrangement for an electric motor of a vehicle, including an input interface for coupling to the electric motor and including an output interface, such that a drive torque path runs between the input interface and the output interface; including a first transmission gearing stage with a first transmission ratio (i1), such that the drive torque path in a first gearshift state runs via the first transmission gearing stage; and including a second transmission gearing stage with a second transmission ratio, such that the drive torque path in a second gearshift state runs via the second transmission gearing stage; and including an intermediate transmission gearing stage with a continuously variable transmission ratio (i1 . . . i2), such that the drive torque path in an intermediate gearshift state runs via the intermediate transmission gearing stage.

公开(公告)号：US10605344B2

公开(公告)日：2020-03-31

申请号：US15541415

申请日：2016-01-14

Applicant: Schaeffler Technologies AG & Co. KG

Inventor： Thomas Mehlis ,  Andreas Kinigadner

IPC: F16H37/08 ,  B60K7/00 ,  F16H3/083 ,  F16H37/02 ,  B60K1/00

Abstract: A gearing arrangement that offers a new way to operate an electric motor at a favorable operating point is provided. To this end there is proposed a gearing arrangement (1) for an electric motor (6) of a vehicle (2), including an input interface (5) for coupling to the electric motor (6) and including an output interface (7), such that a drive torque path runs between the input interface (5) and the output interface (7); including a first transmission gearing stage (10) with a first transmission ratio (i1), such that the drive torque path in a first operating state of the gear arrangement (1) runs via the first transmission gearing stage (10); and including a second transmission gearing stage (11), such that the drive torque path in a second operating state of the gear arrangement (1) runs via the second transmission gearing stage (11), the second transmission gearing stage (11) having a continuously variable transmission ratio (i1 . . . i2).

公开(公告)号：US10605343B2

公开(公告)日：2020-03-31

申请号：US15541535

申请日：2016-01-14

Applicant: Schaeffler Technologies AG & Co. KG

Inventor： Thomas Mehlis ,  Andreas Kinigadner

IPC: F16H37/02 ,  F16H3/083 ,  B60K1/00

Abstract: A gearing arrangement for an electric motor which is improved in terms of ease of use and efficiency. To this end there is proposed a gearing arrangement for an electric motor of a vehicle, including an input interface for coupling to the electric motor and including an output interface, such that a drive torque path runs between the input interface and the output interface; including a first transmission gearing stage with a first transmission ratio (i1), such that the drive torque path in a first gearshift state runs via the first transmission gearing stage; and including a second transmission gearing stage with a second transmission ratio, such that the drive torque path in a second gearshift state runs via the second transmission gearing stage; and including an intermediate transmission gearing stage with a continuously variable transmission ratio (i1 . . . i2), such that the drive torque path in an intermediate gearshift state runs via the intermediate transmission gearing stage.

公开(公告)号：US10513171B2

公开(公告)日：2019-12-24

申请号：US15128362

申请日：2015-02-27

Applicant: Schaeffler Technologies AG & Co. KG

Inventor： Thomas Mehlis ,  Andreas Kinigadner ,  Robert Hayes ,  Alexander Reimchen ,  Hartmut Mende

IPC: B60K6/38 ,  B60K6/383 ,  B60K6/48 ,  B60K17/26 ,  B60W10/06 ,  B60W10/08 ,  F16D3/12 ,  F16D41/066 ,  F16D47/02 ,  B60W20/40 ,  B60K6/36 ,  F16D41/064 ,  B60W10/11 ,  B60W20/00

Abstract: A drive arrangement and a vehicle having a damper device having a damper primary side and a damper secondary side. The damper primary side forms a first drive interface for the coupling of a crankshaft of an internal combustion engine, having a freewheel device with a freewheel input and a freewheel output. The damper secondary side is coupled rotationally conjointly to the freewheel input, having a gearbox section operatively connected to the freewheel output, having an output interface for the coupling of a drive output section of the vehicle, wherein the output interface is operatively connected to the gearbox section, and having a second drive interface for the coupling of the electric motor and operatively connected to the gearbox section by a control device. The drive arrangement can, by the control device, be switched into different operating states such that a drive torque can be transmitted to the output interface by the first drive interface or by the second drive interface.

公开(公告)号：US20180009314A1

公开(公告)日：2018-01-11

申请号：US15541415

申请日：2016-01-14

Applicant: Schaeffler Technologies AG & Co. KG

Inventor： Thomas Mehlis ,  Andreas Kinigadner

IPC: B60K17/12 ,  F16H37/02 ,  B60K1/00 ,  F16H3/083

Abstract: A gearing arrangement that offers a new way to operate an electric motor at a favorable operating point is provided. To this end there is proposed a gearing arrangement (1) for an electric motor (6) of a vehicle (2), including an input interface (5) for coupling to the electric motor (6) and including an output interface (7), such that a drive torque path runs between the input interface (5) and the output interface (7); including a first transmission gearing stage (10) with a first transmission ratio (i1), such that the drive torque path in a first operating state of the gear arrangement (1) runs via the first transmission gearing stage (10); and including a second transmission gearing stage (11), such that the drive torque path in a second operating state of the gear arrangement (1) runs via the second transmission gearing stage (11), the second transmission gearing stage (11) having a continuously variable transmission ratio (i1 . . . i2).

公开(公告)号：US20170100999A1

公开(公告)日：2017-04-13

申请号：US15128362

申请日：2015-02-27

Applicant: Schaeffler Technologies AG & Co. KG

Inventor： Thomas Mehlis ,  Andreas Kinigadner ,  Robert Hayes ,  Alexander Reimchen ,  Hartmut Mende

IPC: B60K6/383 ,  F16D41/064 ,  F16D3/12 ,  B60K6/36 ,  B60K6/48 ,  B60K17/26

CPC classification number: B60K6/383 ,  B60K6/36 ,  B60K6/48 ,  B60K17/26 ,  B60K2006/4816 ,  B60K2006/4833 ,  B60W10/06 ,  B60W10/08 ,  B60W10/11 ,  B60W20/00 ,  B60W20/40 ,  B60Y2200/92 ,  B60Y2400/48 ,  F16D3/12 ,  F16D41/064 ,  F16D41/066 ,  F16D47/02 ,  F16D2300/22 ,  Y02T10/6221 ,  Y02T10/6256 ,  Y02T10/6286

Abstract: A drive arrangement and a vehicle; having a damper device having a damper primary side and a damper secondary side. The damper primary side forms a first drive interface for the coupling of a crankshaft of an internal combustion engine, having a freewheel device with a freewheel input and a freewheel output. The damper secondary side is coupled rotationally conjointly to the freewheel input, having a gearbox section operatively connected to the freewheel output, having an output interface for the coupling of a drive output section of the vehicle, wherein the output interface is operatively connected to the gearbox section, and having a second drive interface for the coupling of the electric motor and operatively connected to the gearbox section by a control device. The drive arrangement can, by the control device, be switched into different operating states such that a drive torque can be transmitted to the output interface by the first drive interface or by the second drive interface.

公开(公告)号：US20160017938A1

公开(公告)日：2016-01-21

申请号：US14771926

申请日：2014-01-21

Applicant: SCHAEFFLER TECHNOLOGIES AG & CO. KG

Inventor： Thomas Mehlis ,  Andreas Kinigadner

IPC: F16D43/06

CPC classification number: F16D43/06 ,  F16D43/10 ,  F16D2011/002

Abstract: A clutch arrangement for a vehicle for the purpose of detachably connecting two shafts (1, 2), characterized in that at least one shift sleeve (3) arranged in coaxially displaceable fashion on a shaft (1, 2) can, under centrifugal force actuation as a function of the increase in the rotational speed of a shaft (1, 2), be displaced from a position in which it provides rotationally locked coupling for the purpose of connecting the shafts (1, 2) into a position in which it decouples the shafts (1, 2). The invention also relates to a method for operating a vehicle.

Abstract translation: 一种用于车辆的离合器装置，用于可拆卸地连接两个轴（1,2），其特征在于，在离心力驱动下，至少一个以同轴位移方式布置在轴（1,2）上的换档套筒（3） 作为轴（1,2）的旋转速度的增加的函数，从其提供旋转锁定联接的位置移位，以将轴（1,2）连接到其脱离的位置 轴（1,2）。 本发明还涉及一种用于操作车辆的方法。

公开(公告)号：US10759268B2

公开(公告)日：2020-09-01

申请号：US15549888

申请日：2016-02-18

Applicant: Schaeffler Technologies AG & Co. KG

Inventor： Thomas Mehlis ,  Bastian Krueger ,  Eckhard Kirchner ,  Andreas Kinigadner

IPC: B60K6/547 ,  F16H35/10 ,  F16H3/54 ,  B60K1/00 ,  F16D41/07 ,  F16D41/08 ,  F16D47/02 ,  B60K6/383 ,  B60K6/387 ,  B60K17/02 ,  F16D13/00 ,  F16D41/00 ,  F16D41/069 ,  F16D43/04 ,  F16D47/04 ,  F16H3/66 ,  F16D41/06 ,  F16D7/00 ,  B60K6/365

Abstract: A manual gearbox section for a vehicle includes a section input, a section output, a freewheel device situated in a freewheel torque path between the section input and the section output, and a clutch device situated in a clutch torque path between the section input and the section output. The clutch torque path forms a bypass path with respect to the freewheel device and/or the freewheel torque path. The freewheel device is in the form of a rotational-speed-dependent freewheel device. The freewheel device is in a freewheeling state at a first rotational speed and in a coupled state at a second rotational speed. The second rotational speed is higher than the first rotational speed.

公开(公告)号：US20180015818A1

公开(公告)日：2018-01-18

申请号：US15549888

申请日：2016-02-18

Applicant: Schaeffler Technologies AG & Co. KG

Inventor： Thomas Mehlis ,  Bastian Krueger ,  Eckhard Kirchner ,  Andreas Kinigadner

IPC: B60K6/547 ,  B60K6/383 ,  B60K6/387 ,  B60K17/02 ,  F16D41/00 ,  F16D41/069 ,  F16D47/04 ,  F16H3/66 ,  F16D43/04 ,  F16D13/00 ,  B60K6/365

CPC classification number: B60K6/547 ,  B60K1/00 ,  B60K6/365 ,  B60K6/383 ,  B60K6/387 ,  B60K17/02 ,  B60K2001/001 ,  B60Y2200/92 ,  B60Y2400/424 ,  B60Y2400/427 ,  B60Y2400/73 ,  F16D7/00 ,  F16D13/00 ,  F16D41/00 ,  F16D41/069 ,  F16D41/07 ,  F16D41/084 ,  F16D43/04 ,  F16D47/02 ,  F16D47/04 ,  F16D2041/0603 ,  F16H3/54 ,  F16H3/66 ,  F16H35/10 ,  F16H2200/0021 ,  F16H2200/0034 ,  F16H2200/2005 ,  F16H2200/2007 ,  F16H2200/2035 ,  F16H2200/2066 ,  F16H2200/2082 ,  F16H2200/2097 ,  Y10S903/91 ,  Y10S903/913 ,  Y10S903/914 ,  Y10S903/919

Abstract: A manual gearbox section for a vehicle includes a section input, a section output, a freewheel device situated in a freewheel torque path between the section input and the section output, and a clutch device situated in a clutch torque path between the section input and the section output. The clutch torque path forms a bypass path with respect to the freewheel device and/or the freewheel torque path. The freewheel device is in the form of a rotational-speed-dependent freewheel device. The freewheel device is in a freewheeling state at a first rotational speed and in a coupled state at a second rotational speed. The second rotational speed is higher than the first rotational speed.