Patents by Inventor Juergen Schweitzer
Juergen Schweitzer has filed for patents to protect the following inventions. This listing includes patent applications that are pending as well as patents that have already been granted by the United States Patent and Trademark Office (USPTO).
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Publication number: 20230398854Abstract: A dual-clutch transmission includes two clutches for respectively connecting an input shaft in a rotationally fixed manner to a sub-transmission input shaft. Two layshafts each have one output gear arranged coaxially with respect thereto. A first, second, and third forward idler gear are each arranged coaxially with respect to the one layshaft. A fourth and fifth forward idler gear are each arranged coaxially with respect to the other layshaft. One of the output gears is a larger output gear having a greater diameter or a greater number of teeth than the other, smaller output gear. The first forward idler gear forms a second gear stage, the second forward idler gear forms a third gear stage, etc. The gear stages have a decreasing transmission ratio in the order stated.Type: ApplicationFiled: July 27, 2021Publication date: December 14, 2023Inventors: Carsten GITT, Andreas KOLB, Tobias HAERTER, Juergen SCHWEITZER, Jonathan ZEIBIG, Peter HAHN, Jakub ROMANIAK, Stefan SPERRFECHTER, Klaus RIEDL, Tobias SCHILDER
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Patent number: 11293526Abstract: A hybrid dual-clutch transmission includes a first sub-transmission and a second sub-transmission, a first countershaft, a first output gear non-rotatably connected to the first countershaft, a second countershaft, a dual clutch, which has a first clutch assigned to the first sub-transmission and a second clutch assigned to the second sub-transmission, a separating clutch and an electric motor. The electric motor is or can be coupled to the separating clutch and to the dual clutch.Type: GrantFiled: July 7, 2020Date of Patent: April 5, 2022Assignee: DAIMLER AGInventors: Carsten Gitt, Tobias Haerter, Peter Hahn, Andreas Kolb, Jakub Romaniak, Juergen Schweitzer, Stefan Sperrfechter, Jonathan Zeibig
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Patent number: 11268579Abstract: A hybrid dual-clutch transmission includes a first countershaft sub-transmission, a second countershaft sub-transmission, a first clutch assigned to the first countershaft sub-transmission, a first actuating chamber, a first centrifugal oil chamber, a first power transmission region, a first inner lamella carrier, and a first outer lamella carrier. The transmission also includes a second clutch assigned to the second countershaft sub-transmission, a second actuating chamber, a second centrifugal oil chamber, a second power transmission region, a second inner lamella carrier, and second outer lamella carrier. The transmission further includes a third clutch to connect to an internal combustion engine and which has a third actuating chamber, a third centrifugal oil chamber, a third power transmission region, a third inner lamella carrier, and a third outer lamella carrier.Type: GrantFiled: September 27, 2019Date of Patent: March 8, 2022Assignee: DAIMLER AGInventors: Peter Hahn, Stefan Sperrfechter, Tobias Haerter, Juergen Schweitzer, Jonathan Zeibig, Andreas Kolb
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Publication number: 20210396278Abstract: A hybrid dual-clutch transmission includes a first countershaft sub-transmission, a second countershaft sub-transmission, a first clutch assigned to the first countershaft sub-transmission, a first actuating chamber, a first centrifugal oil chamber, a first power transmission region, a first inner lamella carrier, and a first outer lamella carrier. The transmission also includes a second clutch assigned to the second countershaft sub-transmission, a second actuating chamber, a second centrifugal oil chamber, a second power transmission region, a second inner lamella carrier, and second outer lamella carrier. The transmission further includes a third clutch to connect to an internal combustion engine and which has a third actuating chamber, a third centrifugal oil chamber, a third power transmission region, a third inner lamella carrier, and a third outer lamella carrier.Type: ApplicationFiled: September 27, 2019Publication date: December 23, 2021Inventors: Peter HAHN, Stefan SPERRFECHTER, Tobias HAERTER, Juergen SCHWEITZER, Jonathan ZEIBIG, Andreas KOLB
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Publication number: 20210010567Abstract: A hybrid dual-clutch transmission includes a first sub-transmission and a second sub-transmission, a first countershaft, a first output gear non-rotatably connected to the first countershaft, a second countershaft, a dual clutch, which has a first clutch assigned to the first sub-transmission and a second clutch assigned to the second sub-transmission, a separating clutch and an electric motor. The electric motor is or can be coupled to the separating clutch and to the dual clutch.Type: ApplicationFiled: July 7, 2020Publication date: January 14, 2021Inventors: Carsten GITT, Tobias HAERTER, Peter HAHN, Andreas KOLB, Jakub ROMANIAK, Juergen SCHWEITZER, Stefan SPERRFECHTER, Jonathan ZEIBIG
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Patent number: 10323697Abstract: A multi-stage transmission having at least four planetary gear stages which are disposed one behind the other along a main axis of rotation and which in each case have a sun gear, a planetary gear support, and a ring gear is disclosed. The multi-stage transmission has a bearing which supports the sun gear of the second planetary gear stage and the ring gear of the third planetary gear stage axially with respect to one another.Type: GrantFiled: May 7, 2014Date of Patent: June 18, 2019Assignee: Daimler AGInventors: Tobias Schilder, Klaus Riedl, Juergen Schweitzer, Recep Tevetoglu, Roland Lotter
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Patent number: 9964159Abstract: A multi-stage transmission for a motor vehicle is disclosed. The transmission has a transmission input shaft, at least four planetary gear stages which are disposed one behind the other along a main axis of rotation, and at least one combined gear shift unit which is configured as a brake and has a rotatable coupling element as well as a friction-locking unit and a form-locking unit connected in parallel with the friction-locking unit, which are in each case provided in order to connect the rotatable coupling element fixedly to the housing. One of the planetary gear stages is associated with the combined gear shift unit and includes a transmission element which is permanently connected non-rotatably to the rotatable coupling element. The planetary gear stage associated with the combined gear shift unit includes a further transmission element which is permanently connected non-rotatably to the transmission input shaft.Type: GrantFiled: June 17, 2014Date of Patent: May 8, 2018Assignee: Daimler AGInventors: Tobias Schilder, Klaus Riedl, Juergen Schweitzer, Tobias Haerter, Thomas Kull
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Publication number: 20170191560Abstract: A dual clutch transmission device is disclosed. The dual clutch transmission device has a transmission device with a transmission housing, with a coupling housing positioned within the transmission housing and with a lubricant reservoir to receive a lubricant for the transmission device, which includes an oil trap ring connected at least indirectly with the transmission housing, which at least partially surrounds the coupling housing. The oil trap ring has a side facing the coupling housing which is primarily designed as an oil guide surface and which has at least one groove which is intended to guide lubricant into the lubricant reservoir. The dual clutch transmission device also has a gear set with a dry sump to lubricate the gear set.Type: ApplicationFiled: May 22, 2015Publication date: July 6, 2017Applicant: Daimler AGInventors: Stefan SPERRFECHTER, Heinrich STRAUB, Josep Maria BOU ROMANO, Tobias HAERTER, Peter HAHN, Jakub ROMANIAK, Juergen SCHWEITZER
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Publication number: 20160298733Abstract: The invention relates to a dual clutch transmission comprising two input shafts (11a, 12a; 11b, 12b) which are provided for respectively linking to a power shift clutch (K1a, K2a; K1b, K2b), a first countershaft (13a; 13b) arranged offset parallel to the input shafts (11a, 12a; 11b, 12b), a second countershaft (14a; 14b) arranged offset parallel to the input shafts (11a, 12a; 11b, 12b), at least five gear wheel planes (Z1a-Z5a; Z1b-Z5b) which each comprise a fixed gear (Z11a-Z51a; Z11b-Z51b) permanently connected in a rotationally fixed manner to one of the input shafts (11a, 12a; 11b, 12b), wherein one of the gear wheel planes (Z4a; Z4b) comprises an idler gear wheel (Z42a; Z42b) arranged coaxially relative to the first countershaft (13a; 13b) and an idler gear wheel (Z43a; Z43b) arranged coaxially relative to the second countershaft (14a; 14b), which form a gear wheel pair for shifting into at least one reverse transmission gear (R1a, R2a), at least nine shift units (S1a-S9a; S1b-S9b) for producing an operaType: ApplicationFiled: November 4, 2014Publication date: October 13, 2016Applicant: Daimler AGInventors: Helmut BENDER, Josep Maria BOU ROMANO, Heinrich STRAUB, Peter HAHN, Stefan SPERRFECHTER, Juergen SCHWEITZER, Tobias HAERTER, Jakub ROMANIAK
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Publication number: 20160201765Abstract: A multi-stage transmission having at least four planetary gear stages which are disposed one behind the other along a main axis of rotation and which in each case have a sun gear, a planetary gear support, and a ring gear is disclosed. The multi-stage transmission has a bearing which supports the sun gear of the second planetary gear stage and the ring gear of the third planetary gear stage axially with respect to one another.Type: ApplicationFiled: May 7, 2014Publication date: July 14, 2016Applicant: Daimler AGInventors: Tobias SCHILDER, Klaus RIEDL, Juergen SCHWEITZER, Recep TEVETOGLU, Roland LOTTER
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Publication number: 20160146309Abstract: A multi-stage transmission for a motor vehicle is disclosed. The transmission has a transmission input shaft, at least four planetary gear stages which are disposed one behind the other along a main axis of rotation, and at least one combined gear shift unit which is configured as a brake and has a rotatable coupling element as well as a friction-locking unit and a form-locking unit connected in parallel with the friction-locking unit, which are in each case provided in order to connect the rotatable coupling element fixedly to the housing. One of the planetary gear stages is associated with the combined gear shift unit and includes a transmission element which is permanently connected non-rotatably to the rotatable coupling element. The planetary gear stage associated with the combined gear shift unit includes a further transmission element which is permanently connected non-rotatably to the transmission input shaft.Type: ApplicationFiled: June 17, 2014Publication date: May 26, 2016Applicant: Daimler AGInventors: Tobias SCHILDER, Klaus RIEDL, Juergen SCHWEITZER, Tobias HAERTER, Thomas KULL
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Patent number: 6719659Abstract: A transmission for a motor vehicle, such as a motor vehicle EVT, is configures so that the number of teeth of the first planet gear of the epicycloidal gear train, operatively connected to the output toroidal disks by the first sun gear, and of an output element of the epicycloidal gear train form a ratio not equal to one. The transmission ratio of the toroid variator can be varied in such a way, and the number of teeth of the first planet gear of the epicycloidal gear train and of an output element of the epicycloidal gear train are configured in such a way that an output shaft speed approximating zero can be selected according to the variator.Type: GrantFiled: May 7, 2001Date of Patent: April 13, 2004Assignee: DaimlerChrysler AGInventors: Axel Geiberger, Steffen Henzler, Juergen Schweitzer
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Publication number: 20020045511Abstract: A transmission for a motor vehicle, such as a motor vehicle EVT, is configures so that the number of teeth of the first planet gear of the epicycloidal gear train, operatively connected to the output toroidal disks by the first sun gear, and of an output element of the epicycloidal gear train form a ratio not equal to one. The transmission ratio of the toroid variator can be varied in such a way, and the number of teeth of the first planet gear of the epicycloidal gear train and of an output element of the epicycloidal gear train are configured in such a way that an output shaft speed approximating zero can be selected according to the variator.Type: ApplicationFiled: May 7, 2001Publication date: April 18, 2002Applicant: DaimlerChrysler AG.Inventors: Axel Geiberger, Steffen Henzler, Juergen Schweitzer