Schaeffler Technologies Ag & Co .Kg

Schaeffler Kg

Thomas Mehlis

Andreas Kinigadner

Alexander Reimchen

Manfred Kraus

Hartmut Mende

Ralf Mayer

Raphael Fischer

Klaus Krämer

Bernd Wittmann

Jürgen Osterlänger

Thomas Dirnberger

Eckhard Kirchner

Mark Lauger

Juergen Osterlaenger

Stefanie Bärthlein

Bastian Krueger

Meinhard Schmidt

Tobias Noss

Thorsten Schubert

Falk Heinrich

Christian Witt

Robert Hayes

Jochen Löffelmann

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.

Manual gearbox section for a vehicle, vehicle including the manual gearbox section, and method for shifting the manual gearbox section

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 (i), 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 (i. . . i), such that the drive torque path in an intermediate gearshift state runs via the intermediate transmission gearing stage.

Gear system for an electric motor of a vehicle

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 () 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 (i), such that the drive torque path in a first operating state of the gear arrangement () runs via the first transmission gearing stage (); and including a second transmission gearing stage (), such that the drive torque path in a second operating state of the gear arrangement () runs via the second transmission gearing stage (), the second transmission gearing stage () having a continuously variable transmission ratio (i. . . i).

Gear system for an electric motor of a vehicle, and vehicle including the gear system

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.

Drive arrangement for a vehicle, and vehicle having the drive arrangement

A power-train is provided for a driven, steerable axle of a motor vehicle. To reduce the size of the turning radius of the vehicle, the power train includes a left drive shaft that is fixedly connected in terms of drive to a left steerable wheel; a right drive shaft that is fixedly connected in terms of drive to a right steerable wheel; and a drive unit configured between the drive shafts for driving the drive shaft; the drive shafts being configured as articulated shafts, each having a wheel-proximal articulated joint and a wheel-distal articulated joint; and said articulated joints each having at least one axis of rotation with the same orientation for all articulated joints. The drive unit is designed for transmitting an electromotively generated torque to the drive shafts, and having a body suspension that allows the drive unit to rotate relative to the body about a swivel axis that extends in parallel to the axes of rotation having the same orientation.

Electric power train for the steerable axle of a motor vehicle

A chassis actuator adjusting a movably mounted component of a chassis, which has a first actuator component connected to the movably mounted component and a second actuator component connected to a fixed chassis component. The actuator components are adjustable axially by a ball screw that has a threaded spindle and a nut which runs on spindle. The nut is driveable by a drive motor that has a rotor coupled to the nut and a fixed stator arranged axially symmetrically with respect to the nut. The rotor is coupled to the nut by a wrap spring which radially surrounds the nut and via which the nut is rotated during rotation of the rotor and which forms a brake device. The brake device can be actuated by an external chassis force which acts on and rotates the nut and builds up a friction moment that counteracts the rotation of the nut.

Chassis actuator

A suspension actuator () for positioning a movably mounted component of a motor vehicle suspension, including a first actuator component (), which is to be connected to the movably mounted component, and a second actuator component (), which is to be connected to a fixed suspension component, wherein both actuator components can be axially adjusted relative to one another via a ball-type linear drive (), which includes a threaded spindle () and a nut () running thereon. Either the nut can be driven via a drive motor () for the axial adjustment of the threaded spindle or the spindle can be driven via a drive motor for axial adjustment of the nut. A brake unit (), which can be actuated by an external force on the suspension side and acts on the nut () or the spindle and rotates them, and which builds up a friction torque opposing a nut rotation or the spindle rotation, which acts between the nut () or the spindle () and a fixed actuator element () or between a drive shaft of the drive motor () and a fixed actuator element () associated therewith, is provided.

Suspension actuator

Growing community of inventors

Kleinsendelbach, Germany

Thomas Mehlis