Abstract: A transmission assembly for a vehicle includes a transmission housing, an intermediate bearing plate, a flange, and an intermediate shaft assembly. The transmission housing defines an interior region and includes a housing cover operable between closed and open positions. The intermediate bearing plate extends into the interior region and houses a first bearing. The flange houses a second bearing and is operable between mounted and removed conditions. In the mounted condition, the flange is mounted to the housing cover. The intermediate shaft assembly includes a first intermediate shaft that rotates within the first bearing and a second intermediate shaft that rotates within the second bearing. The second intermediate shaft is operable between engaged and disengaged conditions. In the engaged condition, the second intermediate shaft is engaged with the first intermediate shaft such that the first and second intermediate shafts are coaxial and rotate at a common rate.

Abstract: A transmission assembly for a vehicle includes a transmission housing, an intermediate bearing plate, a flange, and an intermediate shaft assembly. The transmission housing defines an interior region and includes a housing cover operable between closed and open positions. The intermediate bearing plate extends into the interior region and houses a first bearing. The flange houses a second bearing and is operable between mounted and removed conditions. In the mounted condition, the flange is mounted to the housing cover. The intermediate shaft assembly includes a first intermediate shaft that rotates within the first bearing and a second intermediate shaft that rotates within the second bearing. The second intermediate shaft is operable between engaged and disengaged conditions. In the engaged condition, the second intermediate shaft is engaged with the first intermediate shaft such that the first and second intermediate shafts are coaxial and rotate at a common rate.

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.

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.

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).

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.

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.

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.

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).

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.

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.