Patents by Inventor Kai Bornträger

Kai Bornträger 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).

  • Publication number: 20200282827
    Abstract: A drive unit for an electric vehicle, having an electric machine and a three-speed shift transmission with first, second and third shift elements, and two planetary sets which are coupled with each other. The first planetary set has a first sun gear shaft, first ring gear shaft and a first carrier shaft. The second planetary set has a second sun gear shaft, a second ring gear shaft and second carrier shaft. The first carrier shaft is fixed to the second ring gear shaft. The first sun gear shaft can be driven by an electric machine. The first ring gear shaft is fixed and output takes place via the second carrier shaft. The first shift elements are actuated to engage a first gear, the second shift elements are actuated to engage the second gear and the third shift elements are actuated to engage the third gear.
    Type: Application
    Filed: March 6, 2020
    Publication date: September 10, 2020
    Inventors: Johannes KALTENBACH, Stefan RENNER, Kai BORNTRÄGER, Michael TRÜBENBACH, Stefan SPÜHLER, Johannes GLÜCKLER
  • Patent number: 10759265
    Abstract: A transmission having five planetary gearsets and seven shift elements for achieving various ratios between drive and output shafts. A forward gearset has three shafts. Two intermediate gearsets have four shafts. Two main gearsets have at least four shafts. Depending on the shift states of the second and third shift elements, the forward gearset can generate two rotational speeds at the output side, which transfer from a forward gearset shaft to an intermediate gearset shaft. Depending on the shift states of the first to fifth shift elements, the intermediate gearset can generate eight rotational speeds at the output side, which pass from another intermediate gearset shaft to a main gearset shaft. Depending on the shift states of the seven shift elements, the main gearset can generate up to fourteen forward and two reverse gears at the output side, which are transferred by another main gearset shaft to the output shaft.
    Type: Grant
    Filed: November 16, 2017
    Date of Patent: September 1, 2020
    Assignee: ZF FRIEDRICHSHAFEN AG
    Inventors: Peter Ziemer, Kai Bornträger, Christoph Margraf, Stefan Brom, Andreas Beisswenger, Michael Trübenbach, Johannes Glückler
  • Publication number: 20200262293
    Abstract: A drive axle of an electrically drivable vehicle including first and second drive wheels (R1, R2), first and second manual transmissions (G1, G2) and first and second electrical machines (EM1, EM2) which each have a respective drive shaft (1a, 1b). The first electrical machine (EM1) drives the first drive wheel (R1), via the first manual transmission (G1), and the second electrical machine (EM2) drives the second drive wheel (R2), via the second manual transmission (G2). The manual transmissions are each designed as three-speed transmissions (G1, G2) which have identical transmission ratios (i1, i2, i3).
    Type: Application
    Filed: February 19, 2020
    Publication date: August 20, 2020
    Inventors: Johannes GLÜCKLER, Stefan RENNER, Johannes KALTENBACH, Stefan SPÜHLER, Kai BORNTRÄGER
  • Patent number: 10654464
    Abstract: A method for compensation of a support torque at a combustion engine and transmission which provide an overlay of combustion engine and electric machine. The combustion engine, the electric machine, and a transmission gearset are connected with each other via a planetary gearset, which is positioned in front of a downstream transmission gearset. The invention concerns a transmission gearset of a three-shaft transmission, each with a transmission input shaft for the electric machine, and for the combustion engine, and an output shaft. For the connection or disconnection of the transmission input shaft of the electric machine while driving, the electric machine is used for the synchronization of the input shaft of the electric machine, and the created support torque at the combustion engine is determined, based on this support torque, to match a combustion engine torque and thus to compensate the support torque.
    Type: Grant
    Filed: July 13, 2018
    Date of Patent: May 19, 2020
    Assignee: ZF FRIEDRICHSHAFEN AG
    Inventors: Johannes Glückler, Christian Mittelberger, Kai Bornträger, Andreas Heinzler, Jochen Breuer, Stefan Blattner, Thorsten Leim, Rick Hauschwitz
  • Publication number: 20200132171
    Abstract: A transmission (G) for a motor vehicle. The transmission (G) comprises a transmission input (GW1-A), a transmission output (GW2-A), first, second, third and fourth planetary gearsets (P1, P2, P3, P4) and first, second, third, fourth, fifth and sixth shift elements (B1, B2, K1, K2, K3, K4). Ten forward gears and one reverse gear can be achieved between the transmission input (GW1-A) and the transmission output (GW2-A) by selectively operating the six shift elements (B1, B2, K1, K2, K3, K4). A drive train for a motor vehicle having such a transmission (G) is also disclosed.
    Type: Application
    Filed: March 26, 2018
    Publication date: April 30, 2020
    Inventors: Stefan BECK, Johannes KALTENBACH, Michael WECHS, Michael TRÜBENBACH, Kai BORNTRÄGER, Johannes GLÜCKLER, Jens MORAW, Gerhard NIEDERBRUCKER, Peter ZIEMER
  • Publication number: 20200132172
    Abstract: A transmission (G) for a motor vehicle. The transmission (G) has a drive shaft (GW1), an output shaft (GW2-A), first, second, third and fourth planetary gearsets (P1, P2, P3, P4) and first, second, third, fourth, fifth and sixth shift elements (B1, K1, K2, B2, K3, K4). Selective actuation of the six shift elements (B1, K1, K2, B2, K3, K4) implements eleven forward gears and two reverse gears between the drive shaft (GW1) and the output shaft (GW2-A). A drive train for a motor vehicle having such a transmission (G) is also disclosed.
    Type: Application
    Filed: March 26, 2018
    Publication date: April 30, 2020
    Inventors: Stefan BECK, Johannes KALTENBACH, Michael WECHS, Michael TRÜBENBACH, Kai BORNTRÄGER, Johannes GLÜCKLER, Jens MORAW, Gerhard NIEDERBRUCKER, Peter ZIEMER
  • Publication number: 20200079206
    Abstract: A transmission having five planetary gearsets and seven shift elements for achieving various ratios between drive and output shafts. A forward gearset has three shafts. Two intermediate gearsets have four shafts. Two main gearsets have at least four shafts. Depending on the shift states of the second and third shift elements, the forward gearset can generate two rotational speeds at the output side, which transfer from a forward gearset shaft to an intermediate gearset shaft. Depending on the shift states of the first to fifth shift elements, the intermediate gearset can generate eight rotational speeds at the output side, which pass from another intermediate gearset shaft to a main gearset shaft. Depending on the shift states of the seven shift elements, the main gearset can generate up to fourteen forward and two reverse gears at the output side, which are transferred by another main gearset shaft to the output shaft.
    Type: Application
    Filed: November 16, 2017
    Publication date: March 12, 2020
    Inventors: Peter ZIEMER, Kai BORNTRÄGER, Christoph MARGRAF, Stefan BROM, Andreas BEISSWENGER, Michael TRÜBENBACH, Johannes GLÜCKLER
  • Publication number: 20200056680
    Abstract: A multi-speed transmission having drive and output shafts, front-mounted planetary gearsets, rear-mounted planetary gearsets and six shift elements. Selective engagement of shift elements selectively renders a drive shaft speed and speeds generated in the front gearsets for achieving a reverse gear and twelve forward gears via the rear gearsets transmissible as an output speed to the output shaft. Four shift elements are assigned to the front gearsets and two are assigned to the rear gearsets. At least one front gearset is rigidly connected to an element of the rear gearsets, resulting in six different output speeds of the front gearsets being transmissible to the rear gearsets. If normalized to the drive shaft input speed, one output speed is smaller than 0, three output speeds are between 0 and 1, one output speed is equal to 1 and one output speed is greater than 1.
    Type: Application
    Filed: October 24, 2017
    Publication date: February 20, 2020
    Inventors: Peter ZIEMER, Kai BORNTRÄGER, Christoph MARGRAF, Andreas BEISSWENGER, Stefan BROM
  • Publication number: 20200040968
    Abstract: A transmission (G) for a motor vehicle which has a transmission input (GW1-A), a transmission output (GW2-A), five planetary gear sets (P1, P2, P3, P4, P5) and six shifting elements (B1, B2, K1, K2, K3, B3). By selectively actuating the six shifting elements (B1, B2, K1, K2, K3, B3), ten forward gears and one reverse gear can be selected between the transmission input (GW1-A) and the transmission output (GW2-A). Further, the drive train is typically incorporated into a motor vehicle.
    Type: Application
    Filed: March 26, 2018
    Publication date: February 6, 2020
    Inventors: Stefan BECK, Johannes KALTENBACH, Michael WECHS, Michael TRÜBENBACH, Kai BORNTRÄGER, Johannes GLÜCKLER, Jens MORAW, Gerhard NIEDERBRUCKER, Peter ZIEMER
  • Publication number: 20190389298
    Abstract: A transmission for a hybrid drive having transmission input and output shafts, a further transmission input shaft and an electric machine, which drives the further transmission input shaft. A main transmission has first and second partial transmissions with a plurality of gear planes and a pair of concentric fourth shafts, and shift elements. A range group can couple the main transmission and has a planetary gearset with three transmission elements. The first element can couple either of the transmission input shafts via the shift elements. The second element is connected to the transmission output shaft and can couple a gear plane of the partial transmissions via the shift elements. The third transmission element can be fixed to the housing or blocked against the first or second transmission element.
    Type: Application
    Filed: January 25, 2018
    Publication date: December 26, 2019
    Inventors: Johannes KALTENBACH, Rayk GERSTEN, Stefan RENNER, Johannes GLÜCKLER, Christian MITTELBERGER, Kai BORNTRÄGER
  • Publication number: 20190367035
    Abstract: A method for operating a drive-train having two drives, a drive output, a manual transmission having a planetary gearset and two independent load paths. From the first and second drives, torque can pass to the output via respective first and second paths. The two drives can be coupled to respective elements of the planetary gearset, and the transmission is coupled to a web gear. To start, when torque passes to the output first via a second path gear and thereafter via a first path gear whose ratio is different from that of the second path gear, then before changing from the second path to the first path, the torque passed at the web gear is changed such that if torque desired by the driver is unchanged, despite the change from the second to the first path, the torque acting at the output remains constant.
    Type: Application
    Filed: May 9, 2019
    Publication date: December 5, 2019
    Inventors: Christian MITTELBERGER, Stefan BLATTNER, Kai BORNTRÄGER, Johannes GLÜCKLER, Markus EISELE
  • Publication number: 20190344654
    Abstract: A transmission having a main transmission and a splitter group, and including at least four spur gear planes formed with a countershaft and at least five shifting elements for engaging at least six gears between the transmission input and output shafts. When shifting between gears with the highest and the second-highest gear ratios, a shift occurs in the shifting elements associated with the splitter group but not in the shifting elements associated with the main transmission, whereas when shifting between gears with the lowest and second-lowest gear ratios, a shift occurs in the shifting elements associated with the main transmission but not in the shifting elements associated with the splitter group. An electric machine can be connected by a gearset, and depending on its shift position, the gearset acts as a pre-transmission ratio for the electric machine or as a superimposition transmission.
    Type: Application
    Filed: January 25, 2018
    Publication date: November 14, 2019
    Inventors: Johannes KALTENBACH, Johannes GLÜCKLER, Christian MITTELBERGER, Kai BORNTRÄGER, Rayk GERSTEN, Stefan RENNER
  • Publication number: 20190293154
    Abstract: A multi-speed transmission having drive and output shafts, three front-mounted and two rear-mounted planetary gearsets, six shift elements which are selectively engaged to render a speed of the drive shaft and speeds generated in the front gearsets to achieve at least one reverse and twelve forward gears via at least one of the rear gearsets transmissible as the output shaft speed. Four shift elements are assigned to the front gearsets and two shift elements are assigned to the rear gearsets. At least one of the front gearsets is fixed to an element of the rear gearsets, resulting in six different output speeds of the front gearsets being transmissible to at least one of the rear gearsets. If normalized to the input speed of the drive shaft, one of the six output speeds is less than 0, four are between 0 and 1, and one is equal to 1.
    Type: Application
    Filed: November 9, 2017
    Publication date: September 26, 2019
    Inventors: Peter ZIEMER, Kai BORNTRÄGER, Christoph MARGRAF, Andreas BEISSWENGER, Stefan BROM
  • Publication number: 20190293153
    Abstract: A multi-speed transmission has drive and output shafts, three front-mounted and two rear-mounted planetary gear sets, and shift elements which can be engaged to selectively implement at least eleven forward gears and one reverse gear. The front gear sets are connected to one element of the rear gear sets. Five shift elements are assigned to the front gear sets and two are assigned to the rear gear sets, such that the front gear sets transmit seven output speeds to the rear gear sets. If normalized to the input speed of the drive shaft, at least one output speed of the front gear sets is less than 0, one output speed is greater than 1, one output speed is equal to 0, one output speed is equal to 1 and two output speeds are between 0 and 1.
    Type: Application
    Filed: November 9, 2017
    Publication date: September 26, 2019
    Inventors: Peter ZIEMER, Kai BORNTRÄGER, Christoph MARGRAF, Andreas BEISSWENGER, Stefan BROM
  • Publication number: 20190031016
    Abstract: A method for compensation of a support torque at a combustion engine and transmission which provide an overlay of combustion engine and electric machine. The combustion engine, the electric machine, and a transmission gearset are connected with each other via a planetary gearset, which is positioned in front of a downstream transmission gearset. The invention concerns a transmission gearset of a three-shaft transmission, each with a transmission input shaft for the electric machine, and for the combustion engine, and an output shaft. For the connection or disconnection of the transmission input shaft of the electric machine while driving, the electric machine is used for the synchronization of the input shaft of the electric machine, and the created support torque at the combustion engine is determined, based on this support torque, to match a combustion engine torque and thus to compensate the support torque.
    Type: Application
    Filed: July 13, 2018
    Publication date: January 31, 2019
    Inventors: Johannes GLÜCKLER, Christian MITTELBERGER, Kai BORNTRÄGER, Andreas HEINZLER, Jochen BREUER, Stefan BLATTNER, Thorsten LEIM, Rick HAUSCHWITZ
  • Patent number: 9822860
    Abstract: A drive-train for a vehicle with at least one electric drive, which can be coupled via a driveshaft (2) to at least a first transmission ratio stage (i1) and a second transmission ratio stage (i2). At least one shifting mechanism is provided for engaging the transmission ratio stages (i1, i2). To carry out powershifts, the shifting mechanism includes at least one interlocking shifting element (5) and at least one frictional shifting element (6, 6A). Each of the transmission ratio stages (i1, i2) can be engaged by the interlocking shifting element (5) and at least one of the transmission ratio stages (i2) can be engaged both by the interlocking shifting element (5) and by the frictional shifting element (6). Methods for carrying out a powershift, between a frictional shifting element (6, 6A) and an interlocking shifting element (5) in the drive-train, are also disclosed.
    Type: Grant
    Filed: February 12, 2014
    Date of Patent: November 21, 2017
    Assignee: ZF Friedrichshafen AG
    Inventors: Johannes Kaltenbach, Matthias Reisch, Ulrich Kehr, Michael Preuβ, Kai Bornträger
  • Patent number: 9597952
    Abstract: 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.
    Type: Grant
    Filed: June 8, 2016
    Date of Patent: March 21, 2017
    Assignee: ZF Friedrichschafen AG
    Inventors: Johannes Kaltenbach, Kai Bornträger
  • Publication number: 20160280056
    Abstract: 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.
    Type: Application
    Filed: June 8, 2016
    Publication date: September 29, 2016
    Inventors: Johannes KALTENBACH, Kai BORNTRÄGER
  • Patent number: 9309934
    Abstract: A method of actuating a shifting element with three shift positions, having a simply controlled shifting cylinder as the actuating element, a shifting element for shifting to the three shift positions and a pressure regulator, such that the shifting cylinder is designed as a cylinder with one working line and the shifting element is pushed by the spring force of at least one spring element to an end position and moved to the other shift positions in opposition to the spring force. The central position is recognized in that, when the correct shifting element position is reached, the force for moving the shifting element in opposition to the spring force abruptly increases and, because of this, a specific pressure can be set by a pressure regulator for the central position.
    Type: Grant
    Filed: March 21, 2013
    Date of Patent: April 12, 2016
    Assignee: ZF Friedrichshafen AG
    Inventors: Kai Borntraeger, Markus Mueller
  • Patent number: 9291243
    Abstract: A motor vehicle powershift transmission which comprising two partial transmissions (TG1, TG2) each with a respective input shaft (GE1, GE2) that can be drivingly connected, via a main separator clutch (CL1, CL2; CL1?, CL2?; CL1*, CL2*), with the driveshaft (TW) of a drive engine (VM) and, on the output side, with a common output shaft (GA). To enable powershifts without frictional slipping, the two input shafts (GE1, GE2), on the input side, can be connected to and disconnected from a respective intermediate shaft (ZW1, ZW2) by the respective main separator clutch (CL1, CL2; CL1?, CL2?; CL1*, CL2*). The first intermediate shaft (ZW1) is directly connected to the driveshaft (TW) and the second intermediate shaft (ZW2) is in driving connection with the first intermediate shaft (ZW1) by way of a variator (V) which has a continuously adjustable transmission ratio (iV) and a rest transmission ratio having the value one iV—0=1).
    Type: Grant
    Filed: April 8, 2014
    Date of Patent: March 22, 2016
    Assignee: ZF Friedrichshafen AG
    Inventors: Kai Borntraeger, Bernard Hunold, Johannes Kaltenbach